MAINTENANCE MANUAL
TURBOFAN ENGINE
MODEL(S)
PW617F-E ENGINES
Manual Part No. 3072162
Issued 19 September 2008
The contents of this manual have been found acceptable to the Minister in meeting the requirements of an Engine Maintenance Manual for the Pratt & Whitney Canada PW617F-E engines as required by the Canadian Airworthiness Manual, Chapter 533.4 "Instructions for Continued Airworthiness".
[20130529v2.58]
Graphic
Export Control Classification
* Data is subject to the jurisdiction of the Export and Import Controls Bureau of the Department of Foreign Affairs and International Trade of Canada, Department of Commerce of the United States and/or Department of State of the United States.
Regulation
Classification Number
Canadian ECL(s)*
  
ECCN(s)*
  
**Data is not subject to the jurisdiction of the Department of Commerce of the United States or Department of State of the United States but would become subject if exposed to any US involvement.
P-ECCN(s)**
9E991
USML (ITAR)*
  
P-USML**
  
WARNING - PROPRIETARY RIGHTS & EXPORT CONTROLS NOTICE
This manual contains proprietary information of Pratt & Whitney Canada Corp. ("P&WC"), which P&WC provides in confidence and solely for the purposes of supporting engine certification and providing applicable information regarding the proper use, maintenance, inspection, repair, servicing, and parts application of P&WC products and services, as directed therein. Neither this manual nor any information in it may be disclosed to others, or used for any other purpose, including, without, limitation, to design, create, develop, reproduce, manufacture or derive any design, part, product, material, process, modification, configuration change or repair, or obtain FAA or other government approval to do so. Possession and use of this manual is also subject to the restrictions set out in P&WC's Technical Data Agreement (a copy of which may be obtained by contacting P&WC Technical Publications). The contents of this manual may be subject to export control laws. Unauthorized export or re-export of the manual, or parts thereof, is prohibited. By accepting and possessing this manual, you agree to be bound by the foregoing terms.
If a Government agency or department intends to disclose any information, written notice should be given to: VP - Legal Services, Pratt & Whitney Canada Corp., 1000 Marie-Victorin (01BE5), Longueuil, Quebec J4G 1A1.
HIGHLIGHTS
Revision CH/SE/SU Pageblock Title Description of Change
9.0 Front SBlist updated.
9.0 Front   TSB PW600-117 replaces PWC68416 with PWC69842.
9.0 Front   Added borescope guide tube for HP vane ring nspection.
9.0 Front   Corrected task number.
9.0 Front   TSB PW600-204 replaces PWC69016 with PWC47027.
9.0 Front   TSB PW600-203 replaces PWC69019 with PWC47028.
9.0 Front   TSB PW600-160 replaces PWC69577 with PWC69868.
9.0 Front   TSB PW600-107 replaces PWC69267 with PWC69120.
9.0 Front   TSB PW600-141 replaces PWC69030 with PWC69860.
9.0 Front   TSB PW600-198 replaces PWC68581 with PWC69543.
9.2 05.20.00 Scheduled Maintenance Checks 05-20-00 TR05-4 Incorporated
9.0 05.50.00 Unscheduled Maintenance Checks 05-50-00 Starter/Generator Fail Indication check added.
9.0 71.00.00 Power Plant 71-00-00 Reference to figure is replaced with reference to the task containing the figure.
9.0 71.00.00 Power Plant 71-00-00 Note regarding margins observed during power assurance revised.
9.0 71.00.00 Power Plant 71-00-00 TSB PW600-181 introduces a compressor wash unit PWC89888.
9.0 71.00.00 Power Plant 71-00-00 Revised engine operation after compressor wash.
9.0 72.00.00 Engine, General 72-00-00 Fuel system preservation using aircraft electrical power procedure revised and alternate procedure without aircraft electrical power added.
9.0 72.00.00 Engine, General 72-00-00 HP vane ring, HP blade and HP shroud segment inspection revised using borescope guide tube.
9.0 72.00.01 Fault Isolation (Mechanical) 72-00-01 Increase in AVG ITT chart revised.
9.4 72.00.02 Fault Isolation (EEC) 72-00-02 TR72-12 Incorporated
9.0 72.00.02 Fault Isolation (EEC) 72-00-02 Revised APR Fuel Flow Headroom Fault chart.
9.0 72.30.02 Fan Case and Exit Vanes 72-30-02 Reference to task corrected and "pits" deleted as part of inspection criteria.
9.0 72.40.01 Combustor 72-40-01 Added inspection of the combustion chamber liner support tubes.
9.1 72.50.01 HP Turbine 72-50-01 TR72-11 Incorporated
9.0 72.50.01 HP Turbine 72-50-01 TSB PW600-204 replaces PWC69016 with PWC47027.
9.0 72.50.01 HP Turbine 72-50-01 Stretcher PWC69030 is replaced by PWC69860 (Ref. TSB PW600-141).
9.0 72.50.01 HP Turbine 72-50-01 Bearing play calculation added.
9.0 72.50.01 HP Turbine 72-50-01 Heat gun setting revised.
9.0 72.50.01 HP Turbine 72-50-01 RSVP40951: After tightening socket "release the load" added before checking residual stretch.
9.0 72.50.01 HP Turbine 72-50-01 TSB PW600-160 replaces PWC69577 with PWC69868.
9.0 72.50.01 HP Turbine 72-50-01 SB66013 R4 revises crimping procedure and tool.
9.0 72.50.02 HP Turbine Vane Ring 72-50-02 Added SB66052 configuration.
9.0 72.50.03 HP Turbine Support Case 72-50-03 Revised seal ring description.
9.1 72.50.06 LP Turbine 72-50-06 TR72-10 Incorporated
9.0 72.50.06 LP Turbine 72-50-06 TSB PW600-117 replaces PWC68416 with PWC69842.
9.0 72.50.06 LP Turbine 72-50-06 TSB PW600-198 replaces PWC68581 with PWC69543.
9.0 72.50.06 LP Turbine 72-50-06 TSB PW600-203 replaces PWC69019 with PWC47028.
9.0 72.60.01 Accessory Gearbox 72-60-01 The missing reference to the applicable figure was added to the Title.
9.0 72.60.01 Accessory Gearbox 72-60-01 Inspection criteria for splined adapter added.
9.0 72.60.01 Accessory Gearbox 72-60-01 Illustration revised to show how to remove seal from adapter.
9.1 73.10.04 Fuel Manifold Assembly 73-10-04 TR73-5 Incorporated
9.0 73.10.05 Fuel Filter 73-10-05 Added packing to filter housing drain plug, previously missing.
9.0 73.10.05 Fuel Filter 73-10-05 Do an engine run to check for leaks added.
9.0 73.30.02 Fuel Filter Bypass Indicator 73-30-02 Close-up of aircraft cowling added to Job Close-up procedure (RSVP 39951).
9.0 75.30.01 Bleed Valve Actuator 75-30-01 Alternate procedure not requiring special tools added.
9.0 79.20.01 Oil Filter Element 79-20-01 Do an engine run to check for leaks (Ref. RSVP 39952).
9.0 79.20.01 Oil Filter Element 79-20-01 Laboratory address revised.
9.0 79.20.03 Pressure Oil Tubes 79-20-03 Revised task reference.
9.3 79.20.07 Air Cooled Oil Cooler (ACOC) 79-20-07 TR79-1 Incorporated
9.0 79.30.01 Chip Collection/Detection 79-30-01 Revised chip detector functional check.
Record of Revisions
Rev. No.
Issue Date
1
Nov 21/2008
2
Jan 16/2009
3
Apr 03/2009
4
Jul 10/2009
5
Nov 20/2009
6
Jun 11/2010
7
Feb 25/2011
8
Oct 25/2011
9
Aug 24/2012
LIST OF CHAPTER/SECTION/SUBJECTS
<span><span><span style="score-spaces: false; text-decoration: underline; ">CHAPTER/SECTION/SUBJECT</span></span></span> <span><span><span style="score-spaces: false; text-decoration: underline; ">TITLE</span></span></span>
Introduction
  
Airworthiness Limitations
  
05-00
Time Limits
05-00-00
Time Limits/Maintenance Checks
05-10
Operating Limits
05-10-00
Operating Limits and Leading Particulars
05-20
Scheduled Maintenance Checks
05-20-00
Scheduled Maintenance Checks
05-50
Unscheduled Maintenance Checks
05-50-00
Unscheduled Maintenance Checks
70-00
Standard Practices
70-00-00
Standard Practices
71-00
Power Plant
71-00-00
Power Plant
72-00
Engine
72-00-00
Engine, General
72-00-01
Fault Isolation (Mechanical)
72-00-02
Fault Isolation (EEC)
72-30
Compressor
72-30-01
LP Compressor (Fan)
72-30-02
Fan Case and Exit Vanes
72-30-03
Compressor Case Assembly
72-40
Combustion Section
72-40-01
Combustor
72-50
Turbine Section
72-50-01
HP Turbine
72-50-02
HP Turbine Vane Ring
72-50-03
HP Turbine Support Case
72-50-05
LP Turbine Vane Ring
72-50-06
LP Turbine
72-50-07
Turbine Exhaust Case Cowl
72-50-08
Turbine Exhaust Case
72-50-09
Turbine Exhaust Case End Cone
72-60
Accessory Gearbox
72-60-01
Accessory Gearbox
72-60-02
AGB Breather Tube
72-70
Bypass Section
72-70-01
Front Outer Bypass Duct
72-70-02
Services Fairing Assembly
73-10
Fuel Distribution
73-10-01
Fuel Tubes
73-10-02
Fuel/Oil Heat Exchanger
73-10-03
Bypass Duct Fuel Fairing
73-10-04
Fuel Manifold Assembly
73-10-05
Fuel Filter
73-10-06
Fuel Drain Valve Adapter
73-10-07
Fuel Shut-off Cable
73-20
Fuel Controlling
73-20-01
Fuel Metering Unit
73-20-02
Electrical Wiring Harness
73-20-03
Electronic Engine Control (EEC)
73-30
Fuel Indicating
73-30-01
Fuel Filter Impending Bypass Switch
73-30-02
Fuel Filter Bypass Indicator
74-00
Ignition
74-00-01
Ignition System
74-10
Ignition - Power Supply
74-10-01
Ignition Exciter
74-20
Ignition - Distribution
74-20-01
Ignition Cables
74-20-02
Spark Igniters
75-30
Compressor Control
75-30-01
Bleed Valve Actuator
77-20
Engine Indicating - Temperature
77-20-01
T1 Temperature Sensor
77-20-02
T6 Thermocouple Wiring Harness
77-40
Data Collection Unit (DCU)
77-40-01
Data Collection Unit (DCU)
79-20
Oil - Distribution
79-20-01
Oil Filter Element
79-20-02
Oil Filter Bypass Valve
79-20-03
Pressure Oil Tubes
79-20-04
Scavenge Oil Tubes
79-20-05
Cold Start Valve and Cover
79-20-06
Oil Pump
79-20-07
Air Cooled Oil Cooler (ACOC)
79-30
Oil Indicating
79-30-01
Chip Collection/Detection
79-30-02
Oil Filter Impending Bypass
79-30-03
Oil Filler Assembly
TEMPORARY REVISION INDEX
T.R. No. Filed Adjacent to T.R. Status
05-1 05-10-00, Page 8, Operating Limits Incorporated in Maintenance Manual at Rev. No. 3 and incorporated in Line Maintenance Manual at Rev. No. 4.
05-2 05-20-00, Page 1, Scheduled Maintenance Checks Incorporated in Maintenance Manual at Rev. No. 7 and incorporated in Line Maintenance Manual at Rev. No. 8.
05-3 05-20-00, Page 1, Scheduled Maintenance Checks Incorporated in Maintenance Manual at Rev. No. 8 and incorporated in Line Maintenance Manual at Rev. No. 9.
72-1 72-50-08, Page 217, Maintenance Practices Incorporated in Maintenance Manual at Rev. No. 5.
72-2 72-00-01, Page 138, Fault Isolation Incorporated in Maintenance Manual at Rev. No. 5 and incorporated in Line Maintenance Manual at Rev. No. 6.
72-3 72-00-00, Page 201, Maintenance Practices Incorporated in Maintenance Manual at Rev. No. 6 and incorporated in Line Maintenance Manual at Rev. No. 7.
72-4 72-70-01, Page 215, Maintenance Practices TR 72-4 Replaced by 72-6.
72-5 72-70-01, Page 239, Maintenance Practices TR 72-5 Replaced by 72-7.
72-6 72-70-01, Page 215, Maintenance Practices TR 72-6 Replaced by 72-8.
72-7 72-70-01, Page 239, Maintenance Practices Incorporated in Maintenance Manual at Rev. No. 6 and incorporated in Line Maintenance Manual at Rev. No. 7.
72-9 72-30-01, Page 228, Maintenance Practices Incorporated in Maintenance Manual at Rev. No. 8 and incorporated in Line Maintenance Manual at Rev. No. 9.
72-8 72-70-01, Page 215, Maintenance Practices Incorporated in Maintenance Manual at Rev. No. 6 and incorporated in Line Maintenance Manual at Rev. No. 7.
73-1 73-10-04, Page 208, Maintenance Practices Incorporated in Maintenance Manual at Rev. No. 5.
73-2 73-10-03, Page 201, Maintenance Practices Incorporated in Maintenance Manual at Rev. No. 7 and incorporated in Line Maintenance Manual at Rev. No. 8.
73-3 73-10-05, Page 207, Maintenance Practices Incorporated in Maintenance Manual at Rev. No. 8 and incorporated in Line Maintenance Manual at Rev. No. 9.
SERVICE BULLETIN LIST
The Service Bulletins given in this list are applicable to the PW617F-E series engine family. This list contains four columns which are:
- The P&WC SB No. The SB are given in sequence of P&WC SB number
- The ATA SB No. The ATA bulletin prefix PW617F-E is not given into the list.
- The Rev. No. which is the revision number of the SB.
- The Incorporation Status. The term INCORPORATED in this column shows that the SB is incorporated in the manual. The term NO EFFECT in this column shows that no change to the manual was necessary for that SB number. The term NOT USED in this column shows that there is no SB document available at the time the manual SB list was revised.
P&WC SB No. ATA SB No. Rev. No. Incorporation Status
66001
72-66001
0
No Effect
66002
72-66002
0
No Effect
66003
72-66003
1
No Effect
66004
72-66004
2
No Effect
66005
72-66005
0
No Effect
66006
72-66006
0
No Effect
66007
72-66007
0
No Effect
66008
72-66008
1
No Effect
66009
72-66009
1
Incorporated in Rev 7
66010
72-66010
0
Incorporated in Rev 5
66011
72-66011
1
Incorporated in Rev 5
66012
72-66012
0
No Effect
66013
72-66013
4
Incorporated in Rev 7
66014
72-66014
0
No Effect
66015
72-66015
0
No Effect
66016
72-66016
0
No Effect
66017
72-66017
0
Incorporated in Rev 6
66018
72-66018
0
No Effect
66019
72-66019
1
No Effect
66020
72-66020
0
Not Used
66021
72-66021
1
No Effect
66022
72-66022
0
No Effect
66023
72-66023
0
No Effect
66024
72-66024
0
Incorporated in Rev 7
66025
72-66025
1
No Effect
66026
72-66026
0
No Effect
66027
72-66027
0
No Effect
66028
72-66028
0
Incorporated in Rev 8
66029
72-66029
0
Not Used
66030
72-66030
0
Incorporated in Rev 7
66031
72-66031
0
Not Used
66032
72-66032
0
Not Used
66033
72-66033
0
No Effect
66035
72-66035
0
No Effect
66036
72-66036
2
Incorporated in Rev 8
66038
72-66038
1
Incorporated in Rev 8
66040
72-66040
1
No Effect
66041
72-66041
1
No Effect
66042
72-66042
0
No Effect
66043
72-66043
1
No Effect
66044
72-66044
0
No Effect
66045
72-66045
0
No Effect
66046
72-66046
0
No Effect
66047
72-66047
0
Not Used
66048
72-66048
0
No Effect
66049
72-66049
0
No Effect
66050
72-66050
0
No Effect
66051
72-66051
0
No Effect
66052
72-66052
0
Incorporated in Rev 9
INTRODUCTION
1.  General
This maintenance manual contains the recommended procedures for maintaining PW617F-E engines manufactured by Pratt & Whitney Canada. Personnel involved with engine maintenance should acquaint themselves with the contents of the following introductory paragraphs for full comprehension of the information contained in this manual.
Procedures in this manual may be accomplished with the engine installed or removed from the airframe. This manual will be revised as necessary to incorporate any changes as they arise and also incorporate latest approved procedures and data. This manual is not customized to any particular airframe installation. Configurational variations that may arise as a result of installation or peculiar requirement will be dealt with in the text as they occur.
2.  Customer Service
Customer Service representatives maintain contact with operators and service activities and are available for investigation of any specific difficulty or problem. Request for assistance should be directed to:
Pratt & Whitney Canada Corp.
1000 Marie-Victorin Blvd.
Longueuil, Quebec
Canada, J4G 1A1
Attention: Customer Service (01PM4)
Request for AOG support should also be directed to:
Pratt & Whitney Canada Corp.
1000 Marie-Victorin Blvd.
Longueuil, Quebec
Canada, J4G 1A1
Attention: Customer First Center (CFirst)
REF: CFirst (24-hour service)
Toll Free - USA and Canada: 1-800-268-8000
Toll Free - International: (International Access Code) + 8000-268-8000
Other: 1-450-647-8000
FAX: 1-450-647-2888
E-mail: CFirst@pwc.ca
3.  Customer Feedback
Any discrepancies, problems or suggestions regarding this publication should be forwarded in writing, using the Pratt & Whitney Canada Customer Feedback Sheet (RSVP), and directed to:
Pratt & Whitney Canada Corp.
1000 Marie-Victorin Blvd.
Longueuil, Quebec
Canada, J4G 1A1
Attention: Manager Publications Dept.
Website: www.pwc.ca
E-mail: publications@pwc.ca
Customer Feedback Sheets are enclosed with new manuals and each subsequent revision. Additional forms may be obtained by contacting: The Supervisor, Publications Customer Services, at the above address. An on-line RSVP form is also available via the P&WC website above.
4.  Engine Accessory Repair
Send all engine accessory components for repair/repair-by-replacement to:
Pratt & Whitney Component Solutions Incorporated
4905 Stariha Drive
Muskegon, MI
49441
USA
Attention: PW600
Tel: 1-800-872-1792
Tel: (213) 798-8464
Fax: (213) 798-0150
5.  Maintenance Concept
There are three maintenance levels for the PW617F-E engine: Ramp Maintenance, Line Maintenance and Heavy Maintenance. Repairs beyond the levels detailed in this manual are not recommended and should be done by an approved overhaul facility.
1.   Ramp Maintenance consists of the tasks required to verify engine condition and which can be accomplished without the use of special tools.
2.   Line Maintenance is the removal and installation of external components and engine accessories.
3.   Heavy Maintenance details Hot Section Inspection (HSI), repair and removals considered beyond the normal capabilities of the average line maintenance shop. The scope includes the removal and installation of engine internal components and limited repair to the hot section area.
Instructions are given with the understanding that Standard Practices, Chapter 70, has been read, entirely understood and will be followed.
Refer to Table for a complete list of Maintenance Tasks.
6.  How to Use this Manual
Subject matter in this manual is separated into specific Chapters, Sections and Subjects in accordance with ATA Specification No. 2200. Each Chapter is divided into sections and each section is divided into subjects. Each subject is divided into pageblocks and each pageblock is divided into tasks.
A.  Chapter/Section/Subject Numbering
Subject matter in this manual is separated into specific Chapters, Sections and Subjects in accordance with ATA Specification No. 2200. Each Chapter is divided into sections and each section is divided into subjects. These three elements are shown in large bold numbers at the lower right hand corner of each page, where applicable. Chapters contained in this manuals are listed below. Refer to the section "LIST OF CH/SE/SU", for a complete breakdown of all the Chapter/Section/Subjects used in this manual.
Airworthiness Limitations
Life Limited Parts
5
Time Limits/Maintenance Checks
70
Standard Practices
71
Power Plant
72
Engine
73
Fuel and Control Systems
74
Ignition System
75
Air System
77
Engine Indicating System
79
Oil System
B.  Pageblock Numbering
Page number blocks are used to further subdivide subjects into maintenance categories and are listed below:
Introduction
Pages 1 through 99
Description and Operation
Pages 1 through 99
Fault Isolation
Pages 101 through 199
Maintenance Practices
Pages 201 through 299
Servicing
Pages 301 through 399
Removal/Installation
Pages 401 through 499
Adjustment/Test
Pages 501 through 599
Inspection/Check
Pages 601 through 699
Cleaning/Painting
Pages 701 through 799
Approved Repairs
Pages 801 through 899
7.  Task Numbering System
The structure of this manual is controlled by the Air Transport Association (ATA) Specification No. 2200. It uses the Jet Engine Maintenance Task Oriented Support System (JEMTOSS) which has task and subtask numbers for text, illustrations and tables. The system permits this manual to be adapted to the different electronic or manual systems of the users.
The task numbering system permits selection of data or cross-references because each task or subtask number is unique. The task numbers give an accurate point of reference that will not change with revisions to pages or paragraph numbers.
Each operation specified in this manual has a task number which is controlled by ATA Specification No. 2200 numbering system and the function of the data. The task number contains five elements. The first three of these elements are the ATA number and they give the Chapter/Section/Subject number.
The fourth element identifies the function (inspection, repair, test, etc.). Refer to Table for specific fourth element function identification. The fifth element gives a different identification for each task/subtask in the function. Task identifiers, given in sequence, are from 801 thru 999 and subtask identifiers are from 001 thru 800.
8.  Supplementary Publications
Personnel concerned with the maintenance of the PW617F-E engine should familiarize themselves with the content of the Illustrated Parts Catalog, P&WC Manual P/N 3072164, which lists and describes the saleable parts of the engine and illustrates their inter-relationship.
Refer to the P&WC Consumable Materials List Manual, P/N 3043340 for information about consumable materials referred to in this manual.
9.  Component Maintenance Manuals
Table 2 lists the Component Maintenance Manuals (CMM) for the PW617F-E engine. Refer to Illustrated Parts Catalog, P&WC Manual P/N 3072164, for component part numbers and supplier codes.
10.  Service Bulletins
Service Bulletins will be issued as required to provide information or instructions for modifying engines or parts to the latest configuration.
11.  Special Tool Service Bulletins
Special Tool Service Bulletins provide instructions for modifying special tools to a later configuration.
12.  Safety
This manual describes processes that may require the use of chemicals, solvents, paints or other commercially available materials.
Material Safety Data Sheets (MSDS) containing information about Trade Name, Safety Hazards, Health Hazards, Reactivity, Spill or Leak Procedures, Special Protection Information, Special Precautions and Transportation and Labelling are available from the manufacturer. Read prior to using consumable materials.
13.  Directional References
The terms right or left, clockwise or counterclockwise, upper or lower, and similar directional referenced, will apply to the engine as viewed from the rear with the engine in a horizontal position.
14.  Build Specification (BS)
Build Specifications BS1209, BS1277 and BS1278 are applicable throughout this manual unless otherwise specified.
15.  Abbreviations
16.  Special Tools
Special tools required to maintain the engine are listed in Table. Refer to 'Supplementary Tool Information' for recommendations on safe use, handling and maintenance of Pratt & Whitney Canada special tools.
The maintenance tasks for the PW617F-E engines detailed in this manual are in four categories specific to P&WC, Table gives equivalent categories based on ATA 104 and A/C AMM definitions.
You can get tools from the following suppliers:
1.   Pratt & Whitney, Tool Support Services (Cage 77445)
411 Silver Lane, Mail Stop 129-20
East Hartford, CT 06118
USA
Tel: 1-860-610-2675, or 1-800 or 860-565-0140 (24-hour service number)
Toll free 1-800-PWA-TOOL (792-8665) (USA & Canada)
Fax: 1-860-610-2670
2.   RASAKTI INC. (Cage 3AD21)
148 rue Sylvestre
Saint-Germain-de-Grantham, Québec
Canada, JOC 1K0
Tel: 1-819-395-1111 (regular & 24-hour service number),
Toll free 1-888-RASAKTI (727-2584) (Canada & USA)
Fax: 1-819-395-1100
e-mail: I.poirier@rasakti.com
web site: http://www.rasakti.com
17.  Supplementary Tool Information
Table through Table provide supplementary information on safe use, handling and maintenance of Pratt & Whitney Canada special tools.
18.  Fixtures and Equipment
Table lists the fixtures and equipment required to maintain the engine, and the supplier's name and address, when available.
19.  Consumable Materials
Consumable Materials required to maintain the engine are listed in Table.
Refer to the manufacturer's Material Safety Data Sheets, MSDS, for consumable materials information such as: hazardous ingredients, physical/chemical characteristics, fire, explosion, reactivity, health hazard data, precautions for safe handling, use and control measures.
Refer to Table for Supplier Code address and other contact information.
List of Tables
Maintenance Level Identification
Task Number Function Code Identifications
Component Maintenance Manuals
Abbreviations
Maintenance Task Definitions
Special Tools
General Equipment
Torque Related Equipment
Load Carrying Equipment
Proprietary Equipment
Critical Hydraulic Equipment
Precision Equipment
Induction Heating Equipment
Gas Pressurized Equipment
Hydraulic Pressure Equipment
Ground Handling Equipment
Fixtures and Equipment
PW600 High Speed Trim Balancing Kit (PWC68604) Contents
Consumable Materials
Supplier Codes and Addresses
AIRWORTHINESS LIMITATIONS
Task 00-00-00-860-801
1.  AIRWORTHINESS LIMITATIONS
A.  General
(1)   The Airworthiness Limitations section is contained in the PW617F-E Airworthiness Limitations Manual P/N 3072699.
05
05.00 Time Limits
05.00.00 Time Limits/Maintenance Checks
TIME LIMITS / MAINTENANCE CHECKS
Task 05-00-00-210-801
1.  General
A.  Time Limits
(1)   The Airworthiness Limitations Manual P/N 3072699 contains mandatory rotor component cyclic life limits which are a condition of engine type certification. These limits are approved by Transport Canada.
(2)   The Operating Limits and Leading Particulars section (Ref. Task 05-10-00-990-801) contains limits approved by Transport Canada.
B.  Maintenance Checks
(1)   The Scheduled Inspection/Maintenance Intervals section (Ref. Task 05-20-00-210-801) consists of periodic inspections, maintenance tasks, frequencies and overhaul life limits which have been accepted by Transport Canada.
(2)   The Unscheduled Maintenance Inspections section (Ref. Task 05-50-00-210-801) consists of inspections and actions required when an engine exceeds the operating limitations (Ref. Task 05-10-00-990-801) or is subjected to unusual stress or operating conditions or gives unsatisfactory performance.
05.10 Operating Limits
05.10.00 Operating Limits and Leading Particulars
OPERATING LIMITS AND LEADING PARTICULARS
Task 05-10-00-990-801
1.  Operating Limits and Leading Particulars
A.  General
(1)   This section lists engine operating limits, overspeed limits, overtemperature limits and leading particulars for PW617F-E engines.
(2)   Engine operating limits are found in Table.
(3)   Engine leading particulars are detailed in Table.
Task 05-10-00-990-802
2.  Engine Overspeed
A.  Engine Overspeed Limits
(1)   Overspeed limits for the LP compressor rotor (N1) are found on Figure .
(2)   Overspeed limits for the HP compressor rotor (N2) are found on Figure .
Task 05-10-00-990-803
3.  Engine Overtemperature
A.  Engine Overtemperature Limits
(1)   Engine Overtemperature Limits (Starting Conditions Only) are found on Figure .
(2)   Overtemperature Limits (all Conditions Except Starting) are found on Figure .
(3)   Overtemperature Limits (Automatic Thrust Reserve) are found on Figure .
Task 05-10-00-990-804
4.  Engine Leading Particulars
A.  Engine Leading Particulars
(1)   Engine leading particulars are detailed in Table, Table, and Table.
Task 05-10-00-990-805
5.  Fuel Temperature
A.  Fuel Temperature Limits
(1)   The maximum operating fuel temperature at the fuel flow meter is 275°F (135°C ).
NOTE: A measurement of 264.2°F (129°C), by the engine EEC and displayed in the aircraft maintenance computer is equivalent to the FMU operating temperature limit of 275°F (135°C).
(2)   For operation with temperature outside these limits, refer to Task 05-50-00-210-822.
List of Figures
PW617F-E Oil Pressure Limits
PW617F-E LP Compressor Rotor (N1) Overspeed Limits
PW617F-E HP Compressor Rotor (N2) Overspeed Limits
PW617F-E Overtemperature Limits - Starting Conditions Only
PW617F-E Overtemperature Limits - All Conditions Except Starting and ATR
PW617F-E Overtemperature Limits - Automatic Thrust Reserve
List of Tables
PW617F-E Engine Operating Limits
PW617F-E Engine Thrust (Uninstalled)
PW617F-E Engine Specifications and Leading Particulars (Uninstalled)
PW617F-E Engine Drain System Leakage Rates
05.20 Scheduled Maintenance Checks
05.20.00 Scheduled Maintenance Checks
SCHEDULED MAINTENANCE CHECKS
Task 05-20-00-210-801
1.  Scheduled Maintenance Checks
A.  General
(1)   This section contains the minimum Pratt & Whitney Canada approved engine maintenance inspection checks (based on flight hours as defined in the airworthiness limitations section of this manual (Ref. Task 00-00-00-860-801), or calendar times whichever occurs first) and are intended to coincide with airframe inspection intervals (not to exceed the listed frequencies). Detailed procedures are provided, where applicable, in the relevant INSPECTION/CHECK sections of subject chapters in this manual. A list of the explanation of terms is given in Task 72-00-00-290-801.
(2)   The rotor component life limitations outlined in the airworthiness limitations section of this manual (Ref. Task 00-00-00-860-801), override all other scheduled activities.
(3)   Operators may choose other maintenance programs, including a P&WC customized one. It is the operator's responsibility to obtain individual maintenance program approval from their local airworthiness authority.
(4)   The scheduled maintenance checks include the following:
(a)   Recommended Maintenance Tasks listed in Table.
(b)   Engine Hot Section Inspections.
(c)   Engine Overhauls.
(d)   Low Utilization Engine Inspections.
B.  Time Limited Dispatch (TLD)
(1)   At intervals of 600 flight hours or one calender year (whichever comes first) the EEC must be interrogated for EEC faults (Ref. Task 72-00-02-810-801). Do the corrective actions on the detected faults as indicated by the fault codes.
NOTE: TLD faults may be identified by viewing the Maintenance Computer display page (Refer to the AMM).
(2)   If Long Term Dispatch (LTD) faults are found before the end of 600 flight hours or one calender year interrogation interval, flight is allowed, however all of the faults must be cleared before the end of 600 flight hours or one calender year interrogation interval (Ref. PW617F-E Airworthiness Limitations Manual, P/N 3072699, Time Limited Dispatch).
NOTE: LTD status is indicated in the Aircraft Central Maintenance Computer. If LTD is active, the Maintenance Message "LONG DISPATCH" will be displayed as a maintenance message.
(3)   At the time of the inspection, if it is noted that the LTD indication is set in the Aircraft Maintenance Computer, but there are no related faults latched, it is required to download the information from the Data Collection Unit (DCU) to check for intermittent TLD faults. All TLD faults data from the most recent 10 flights must be reviewed and rectified, unless the fault was induced by maintenance action.
(4)   After the inspection is completed, the LTD status should be cleared. (Ref. Task 71-00-00-760-822), TLD Clear Procedure (Long Dispatch).
(5)   All faults indicated by the EEC must be cleared at this interval.
(6)   When any component, accessory or LRU is removed due to any TLD fault, the following information must be provided to Pratt & Whitney Canada:
•  Engine Serial Number
•  Fault code and corrective action taken
•  Total Engine Time
•  Part Name
•  Part Number and Serial Number
•  Total Time on Part
•  Date of Removal
•  Reason and Symptoms for Removal
•  Time Since Engine Installation
(7)   Send this information:
(a)   Directly to P&WC Engine Data Knowledge Management via e-mail to COPS.TRAC@PWC.CA or by fax to 450-647-6836.
(b)   Send a copy of the information with the component, accessory or LRU to help with the investigation.
C.  Recommended Maintenance Tasks
(1)   Do the Scheduled Inspections of the PW617F-E engine in accordance with Table.
(2)   Task Type Definitions:
(a)   GVI - General Visual Inspection: A visual examination of an interior or exterior area, installation or assembly to detect obvious damage, failure or irregularity. This level of inspection is made from within touching distance, unless otherwise specified. A mirror may be necessary to enhance visual access to all exposed surfaces in the inspection area. This level is made under normally available lighting conditions such as daylight, hanger lighting, flashlight or drop light and may require removal or opening of access panels or doors. Stands, ladders or platforms may be required to gain proximity to the area being checked.
(b)   DET - Detailed Inspection: An intensive visual examination of a specific item, installation or assembly to detect damage, failure or irregularity. Available lighting is normally supplemented with a direct source of good lighting at an intensity deemed appropriate. Inspection aids such as mirrors, magnifying lenses etc. may be necessary. Surface cleaning and elaborated access procedures may be required.
(c)   SDI - Special Detailed Inspection: An intensive examination of a specific item, installation or assembly to detect damage, failure or irregularity. The examination is likely to make extensive use of special inspection techniques and/or equipment. Intricate cleaning and substantial access or disassembly procedure may be required.
(d)   DIS - Discard: The removal from service of an item at a specified life limit
(e)   OPC - Operational Check: An operational check is a task to determine that an item is fulfilling its intended purpose. The check does not require quantitative tolerances.
(f)   VCK - A visual check is a task to determine that an item is fulfilling its intended purpose. The check does not require quantitative tolerances.
(3)   The inspection procedure and criteria are described in the referenced chapter.
D.  Engine Hot Section Inspection (HSI)
(1)   The initial HSI for the PW617F-E engine must be performed at 1750 flight hours. Subsequent HSIs must be done every 1750 flight hours. An additional 50 flight hours is available for scheduling purposes.
(2)   A different HSI interval may exist as part of a P&WC customized Maintenance Plan.
E.  Engine Overhaul
(1)   The TBO for the PW617F-E engines is 3500 flight hours. An additional 100 flight hours is available for scheduling purposes.
(2)   A different Overhaul interval may exist as part of a P&WC customized maintenance plan.
(3)   Further increases to the TBO interval are subject to the approval of the operator's local regulatory authority and it is the responsibility of individual operators to make applications for such increases.
(4)   Operators desiring P&WC support for its application for TBO extension should submit a formal request in writing, together with details of the sample engine condition with name and address of the overhaul facility to:
Pratt & Whitney Canada Corp.
1000 Marie-Victorin Blvd.
Longueuil, Quebec
Canada, J4G 1A1
Attention: Manager, Customer Support - Service Engineering, PW600 Engines.
F.  On-wing Low Utilization Engine Inspection
(1)   A low utilization engine is defined as an engine that has not been subject to disassembly and inspection of both hot section and cold section at an approved overhaul facility by the end of the following service intervals, whichever comes first (Ref. Task 72-00-00-290-817).
•  12 years since entry into Service/Overhaul, or
•  13 years since engine manufacture.
(2)   For engines subject to low utilization, the initial on-wing Low Utilization Inspection (LUI) is to be done at the end of the following periods, whichever comes first:
•  12 years since entry into Service/Overhaul, or
•  13 years since engine manufacture.
(3)   At the end of either of the two LUI intervals, an additional 1 month or 10 flying hours, whichever comes first, is permitted for scheduling purposes.
(4)   Subsequent LUI's are to be performed at 24 month intervals, provided that visual inspections, borescope inspections and performance calibration runs are satisfactory. If the visual or borescope inspections or the calibration runs are not satisfactory, return the engine to an approved service facility for appropriate maintenance or repairs.
Task 05-20-00-210-802
2.  Additional Requirements
A.  Periodic Inspection Tolerances
(1)   Unless otherwise stated, the tolerance for periodic or scheduled inspections is ten percent (10%), or up to a maximum of 100 flight hours, or 30 days calendar time, whichever is less.
NOTE: The tolerance is established for maintenance scheduling convenience only and must be approved by the governing civil aviation authority.
B.  Accessories
(1)   The following engine accessories must be returned with the engine whenever the engine is routed to an overhaul facility for scheduled inspection/repair in accordance with the PW617F-E Engine Overhaul Manual. These accessories are to be inspected/repaired in accordance with the Engine Maintenance Manual instructions or their respective Component Maintenance Manuals:
1.   Fuel Metering Unit (FMU)
2.   Engine Electronic Control (EEC)
3.   Engine Electrical Wiring Harness
4.   Engine Data Collection Unit (DCU)
5.   T6 Thermocouple Harness Assembly
6.   Bleed Valve Actuator (BVA)
7.   Fuel-to-Oil Heat Exchanger (FOHE)
8.   Air Cooled Oil Cooler (ACOC)
9.   Ignition Exciter
10.   Ignition Cables
11.   Spark Igniters
12.   Chip Detector
13.   Fuel Filter Impending Bypass Switch
14.   Fuel Filter Bypass Indicator (Pop Up)
15.   Oil Filter Impending Bypass Indicator (Pop Up)
Task 05-20-00-210-803
3.  Additional Recommendations
A.  Compressor Wash Schedule
(1)   A regular wash is recommended for engines being operated in sandy, dusty, or in smog or salt laden environments (Ref. Table). For engine cleaning procedures, refer to Chapter 71-00-00, Cleaning/Painting.
(2)   Engine cleaning includes external washes, hand-wash of the fan as well as compressor desalination or performance recovery washes. An external wash is recommended when the engine is operated in an environment where atmospheric contamination exists.
(3)   Environmental conditions vary depending on engine operation and geographical location. Air pollution and salt-water exposure are examples of adverse environments. Chemical reactions with fuel and heat can produce severe corrosion, which can be significantly reduced through regular gas path washing.
(4)   Table provides wash schedules to reduce the rate of engine deterioration when the engine is operated in adverse environments. Periodic inspection of the engine externals, compressor inlet, and compressor gas path components for contamination can also be used as a basis for establishing external and internal wash requirements.
(5)   Engine wash schedule, compressor and external, are to be determined by the operator, with consideration of the specific aircraft operating and environmental condition. Wash frequency should be adjusted to suit the engine’s exposure to adverse environmental conditions. Exposure determination of continual, frequent or occasional operation should consider factors such as; time at altitude, home-base environment, destination, and storage in a sheltered, air-conditioned hangar.
List of Tables
Recommended Maintenance Tasks
Compressor Wash Schedule
05.50 Unscheduled Maintenance Checks
05.50.00 Unscheduled Maintenance Checks
UNSCHEDULED MAINTENANCE CHECKS
Task 05-50-00-210-801
1.  Recommendations
A.  General
(1)   An unscheduled maintenance inspection must be done when the engine is subjected to unusual stress or operating conditions, exceeds operating limitations or gives unsatisfactory performance.
(2)   If, as the result of the inspection, engine removal is required, a written report, stating the cause of removal in detail (e.g. overspeed, overtemperature, etc.) must be sent with the engine to an overhaul/repair facility.
(3)   If an operational engine must be removed, a Power Assurance check (Ref. Task 71-00-00-760-813) is recommended before engine removal to determine the extent of inspection/repair required.
Task 05-50-00-210-802
2.  Reporting Requirements for FADEC Faults
A.  Procedure
(1)   In the event of a "NO DISPATCH " EICAS message, do the corrective actions on the detected faults indicated by the EEC fault codes (Ref. Task 72-00-02-810-801).
(2)   In the event of a "SHORT DISPATCH " EICAS message, do the corrective actions on the detected faults indicated by the EEC fault codes (Ref. Task 72-00-02-810-801). Faults must be rectified within 125 flight hours.
(3)   When any component, accessory or LRU is removed due to any TLD fault, the following information must be provided to Pratt & Whitney Canada:
•  Engine Serial Number
•  Fault code and corrective action taken
•  Total Engine Time
•  Part Name
•  Part Number and Serial Number
•  Total Time on Part
•  Date of Removal
•  Reason and Symptoms for Removal
•  Time Since Engine Installation
(4)   Send this information:
(a)   Directly to P&WC Engine Data Knowledge Management via e-mail to COPS.TRAC@PWC.CA or by fax to 450-647-6836.
(b)   Send a copy of this information with the component, accessory or LRU to help with the investigation.
Task 05-50-00-210-803
3.  Engine Overtemperature
A.  Procedure
(1)   Do a functional check of the aircraft engine temperature indicating system, refer to the AMM. If serviceable, refer to Task 05-10-00-990-801 for the required maintenance actions. Refer to Task 77-20-02-710-801 for the operational check of the T6 thermocouple system (heat response check).
Task 05-50-00-210-804
4.  Engine Overspeed
A.  Procedure
(1)   Make sure there are no N1 and N2 speed sensor maintenance messages or faults. If serviceable, refer to Task 05-10-00-990-801 for the required maintenance actions.
Task 05-50-00-210-805
5.  Foreign Object Damage (FOD)
A.  General
(1)   Investigate each instance of FOD to determine the cause and circumstance.
(2)   When evaluating damage to the LP compressor (rotor and stator) or inlet cone, the integrity of the complete engine should be considered.
(3)   Inspect the nose cone, fan blades, fan case and fan exit stators. If indications that a foreign object might have entered the HP compressor are present, do a borescope inspection of the HP compressor (Ref. Task 72-00-00-290-804).
(4)   Continue downstream borescope inspection if indication is found that the foreign object might have affected downstream components.
(5)   Remove the ACOC in accordance with Maintenance Manual Instructions (Ref. Task 79-20-07-000-801). If there are indications that foreign object debris is present, return the ACOC to the Supplier to be inspected/repaired according to the Component Maintenance Manual instructions. Install a serviceable ACOC according to the Maintenance Manual instructions (Ref. Task 79-20-07-400-801).
(6)   If the damage found is not acceptable for continuing in operation (Ref. Task 72-00-00-290-804), return the engine to an approved overhaul facility to be inspected/repaired in accordance with the Engine Overhaul Manual instructions.
(7)   If the components are serviceable, turn the LP rotor by hand and turn the HP rotor using a suitable socket installed in the AGB starter drive gearshaft, listen for unusual noises. If unusual noises are heard, return engine to an approved overhaul facility, to be inspected/repaired in accordance with the Engine Overhaul Manual instructions.
(8)   Inspect the chip detector (Ref. Task 79-30-01-210-801) and the oil filter (Ref. Task 79-20-01-210-801). If debris is found in the oil filter or the chip detector, refer to debris in oil system fault isolation (Ref. Task 72-00-01-810-831).
(9)   Start the engine (Ref. Task 71-00-00-760-810), do a ground run and a vibration survey (Ref. Task 71-00-00-760-818). Check that the engine operates normally.
B.  Bird Strike
(1)   Investigate each instance of bird strike to determine the cause and circumstance.
(2)   When evaluating damage to the LP compressor (rotor and stator) or inlet cone, the integrity of the complete engine should be considered.
(3)   Inspect the nose cone, fan blades, fan case and fan exit stators. If indications that a foreign object might have entered the HP compressor are present, do a borescope inspection of the HP compressor (Ref. Task 72-00-00-290-804).
(4)   Remove and inspect the ACOC for debris. If debris is noted replace unit. Install the ACOC and perform a leak check of the external tubes. Make sure the inside of the bypass duct is inspected for any evidence of leaks.
(5)   Continue downstream borescope inspection if indication is found that the foreign object might have affected downstream components.
(6)   If the damage found is not acceptable for continuing in operation (Ref. Task 72-00-00-290-804), return the engine to an approved overhaul facility to be inspected/repaired in accordance with the Engine Overhaul Manual instructions.
(7)   If the components are serviceable, turn the LP rotor by hand and turn the HP rotor using a suitable socket installed in the AGB starter drive gearshaft, listen for unusual noises. If unusual noises are heard, return engine to an approved overhaul facility, to be inspected/repaired in accordance with the Engine Overhaul Manual instructions.
(8)   Inspect the chip detector (Ref. Task 79-30-01-210-801) and the oil filter (Ref. Task 79-20-01-210-801). If debris is found in the oil filter or the chip detector, refer to debris in oil system fault isolation (Ref. Task 72-00-01-810-831).
(9)   Do a fan wash (Ref. Task 71-00-00-160-806) and a compressor wash (Ref. Task 71-00-00-160-808). Check that the bleed ports are clear of contamination.
(10)   Start the engine (Ref. Task 71-00-00-760-810) and do a ground run, refer to the AMM. Check that the engine operates normally.
Task 05-50-00-210-806
6.  Lightning Strike
A.  Evidence of Arcing
(1)   Visually check engine inlet for evidence of arcing, pitting or black scarring on the nose cone or low compressor rotor blades. If evident return the engine to an approved overhaul facility. Indicate lightning strike.
B.  No Evidence of Arcing
(1)   If a lightning strike is suspected but no evidence of arcing is visible, do the following steps.
(2)   Turn the low pressure rotor by hand and listen for unusual noises coming from the fan and turbine bearings. If unusual noises are heard, return the engine to an approved overhaul facility for lightning strike inspection.
(3)   Inspect the chip detector (Ref. Task 79-30-01-210-801) and the oil filter (Ref. Task 79-20-01-210-801). If debris is found in the oil filter or the chip detector, refer to Debris In Oil System fault isolation (Ref. Task 72-00-01-810-831).
(4)   If debris is not found, reinstall the oil filter and the chip detector.
(5)   Visually inspect all of the electrical wiring harnesses and bonding straps. Check for EEC fault codes (Ref. Task 72-00-02-810-801).
(6)   Inspect the starter. Refer to the AMM.
(7)   Start the engine (Ref. Task 71-00-00-760-810) and ground run up to takeoff power, Refer to the AMM. Check that the engine operating parameters are normal.
(8)   Inspect the chip detector (Ref. Task 79-30-01-210-801) and the oil filter (Ref. Task 79-20-01-210-801). If metallic/magnetic debris is found, return the engine to an approved overhaul facility for lightning strike inspection.
(9)   Return the engine to service if no lightning strike damage is found.
(10)   If a chip detector indication occurs within 65 flight hours of the lightning strike event, do the fault isolation chart for Debris In Oil System (Ref. Task 72-00-01-810-831) and send the debris for analysis.
(11)   Inspect the oil filter (Ref. Task 79-20-01-210-801) at 65 ± 5 flight hours. If debris is found, refer to Debris In Oil System fault isolation (Ref. Task 72-00-01-810-831). If debris is not found, the engine may continue in service with subsequent inspections done as defined by the relevant maintenance program.
Task 05-50-00-210-807
7.  Dropped Engine
A.  Procedure
(1)   Return engine to an approved overhaul facility for an inspection of dropped engines, to be carried out in accordance with the Engine Overhaul Manual instructions.
Task 05-50-00-210-808
8.  Heavy Landing
A.  Procedure
(1)   The engine is designed to withstand landing loads of 6g. If the 6g load limit was exceeded during a heavy landing incident, the engine must be returned to an approved overhaul facility for inspection and repair in accordance with the Engine Overhaul Manual instructions. If a 6g load was imposed during a heavy landing incident, do the checks listed below.
(2)   If any of the following defects are evident, replace the engine:
•  Cracks or distortion of engine mounts.
•  Damage to engine air intake/fan case.
•  Cracks or distortion of firewalls and bulkheads.
•  Damage or insecurity of engine/airframe exhaust duct.
(3)   Turn the HP rotor using a suitable socket, installed in the AGB starter drive gearshaft. Listen for unusual noises which can indicate problems in the accessory gears, bearings, seals and rotors. If unusual noises occur, remove engine for investigation.
(4)   Check the following airframe/engine connections for security:
•  Fuel Inlet
•  Main Engine Harness
•  Indicating System
•  Ignition System
•  Air System
•  Fuel And Oil Drains
•  Motive Flow Fuel Line
•  Cable Connectors at the EEC. Refer to the AMM.
(5)   Check all engine-mounted accessories for security. Rectify if required.
(6)   Check for EEC Fault Codes (Ref. Task 72-00-02-810-801).
(7)   Do an Engine Power Assurance Check (Ref. Task 71-00-00-760-813).
(8)   If a chip detector indication occurs within 65 flight hours of the hard landing event, do the fault isolation chart for Debris In Oil System (Ref. Task 72-00-01-810-831) and send the debris for analysis.
Task 05-50-00-210-809
9.  Engine Windmilling in Flight
A.  Engine Windmilling for Less than 15 Minutes
(1)   No inspection required.
B.  Engine Windmilling for More than 15 Minutes with Positive Oil Pressure
(1)   If there was positive pressure indication during windmilling do an oil level check before returning the engine to service. If the oil level is low, some oil could be in the accessory gearbox, therefore, a motoring run might be required before servicing.
C.  Engine Windmilling for More than 15 Minutes with No Positive Oil Pressure
(1)   If there was no positive oil pressure indication, do the following steps.
(2)   Turn the low pressure (LP) rotor by hand and listen for unusual noises coming from the fan and turbine bearings.
(3)   Turn the high pressure (HP) rotor using a suitable socket, installed on the AGB starter drive gearshaft. Listen for unusual noises coming from bearings and gears.
(4)   If unusual noises are heard, return the engine to an approved overhaul facility, to be inspected/repaired in accordance with the Engine Overhaul Manual instructions.
(5)   Inspect chip detector and oil filter. If debris is found, do the fault isolation chart for Debris In Oil System (Ref. Task 72-00-01-810-831). Replace the oil filter, clean and reinstall the chip detector.
(6)   Check the oil level (Ref. Task 72-00-00-640-803).
(7)   Start the engine (Ref. Task 71-00-00-760-810) and ground run up to take off power, refer to the AMM. Check that engine parameters are normal.
(8)   Repeat the chip detector and oil filter inspection. If metallic debris is found, return the engine to an approved overhaul facility, to be inspected/repaired in accordance with the Engine Overhaul Manual instructions.
(9)   Repeat the oil level check and replenish the oil system if required (Ref. Task 72-00-00-640-804).
(10)   In addition, continue to inspect the chip detector every 10 flight hours until 65 flight hours is exceeded. If debris is found, do the fault isolation chart for Debris In Oil System (Ref. Task 72-00-01-810-831).
(11)   Check the engine oil filter (Ref. Task 79-20-01-210-801) at 65 ± 5 flight hours. If debris is found, do the fault isolation chart for Debris In Oil System (Ref. Task 72-00-01-810-831).
(12)   If no debris is found, the engine may continue in service with subsequent inspections carried out as defined per the relevant maintenance program.
Task 05-50-00-210-810
10.  Engine Immersion in Water
A.  Procedure
(1)   Return engine to an approved overhaul facility for an inspection after immersion in water to be carried out in accordance with the Engine Overhaul Manual instructions.
Task 05-50-00-210-811
11.  Engine Exposed to Fire Extinguishing Agent
A.  Procedure
(1)   Foam, powder or other chemical extinguishers: If only engine externals are exposed, then wash immediately (Ref. Task 71-00-00-160-805) and monitor for corrosion. Otherwise, return engine to an approved overhaul facility to be inspected/repaired in accordance with the Engine Overhaul Manual instructions.
(2)   Halon: No engine maintenance required.
Task 05-50-00-210-812
12.  Aircraft Flown Through a Cloud of Volcanic Ash
A.  Procedure
(1)   Do a compressor wash (Ref. Task 71-00-00-160-808).
(2)   Drain the oil (Ref. Task 72-00-00-640-806).
(3)   Refill the oil system with new oil Task 72-00-00-640-805).
(4)   Remove the engine oil filter (Ref. Task 79-20-01-000-801).
(5)   Replace the engine oil filter (Ref. Task 79-20-01-400-801).
(6)   Do a borescope inspection of the compressor (Ref. Task 72-00-00-290-804).
(7)   Do a borescope inspection of the HP turbine (Ref. Task 72-00-00-290-804 and check for glass-like deposits on the turbine blades. If found, do a hot section inspection (Ref. Task 72-00-00-290-802).
(8)   Do a Power Assurance Test (Ref. Task 71-00-00-760-813).
(9)   If defects are found or the results of the Power Assurance Test are unsatisfactory, return the engine to an approved overhaul facility to be inspected/repaired in accordance with the Engine Overhaul Manual.
(10)   If no defects are found and the results of the Power Assurance Test are unsatisfactory, return the engine to service.
(11)   Drain and refill the oil system with new oil (Ref. Task 72-00-00-640-806 and Task 72-00-00-640-805), 50 ± 10 flight.
Task 05-50-00-210-813
13.  Chip Detector CMC Status Message
A.  General
(1)   Refer to Task 72-00-01-810-801.
Task 05-50-00-210-814
14.  Oil Temperature Exceeds Limits
A.  Procedure
(1)   Refer to Task 05-10-00-990-801 for the oil temperature limits.
(2)   Drain and discard the engine oil (Ref. Task 72-00-00-640-806).
(3)   Remove oil filter (Ref. Task 79-20-01-000-801). Inspect the oil filter (Ref. Task 79-20-01-210-801).
(4)   Remove and inspect the chip detector and strainer (Ref. Task 79-30-01-000-801 and Task 79-30-01-210-801).
(5)   Repair the cause of the high oil temperature (Ref. Task 72-00-01-810-825.
(6)   Install the chip detector, strainer and oil filter (Ref. Task 79-30-01-400-801 and Task 79-20-01-400-801).
(7)   Fill the oil system with new oil (Ref. Task 72-00-00-640-805).
(8)   Do a power assurance check (Ref. Task 71-00-00-760-813).
(9)   Monitor the oil temperature and chip detector indications in the cockpit. Repeat the checks for oil temperature and chip detector indications during the subsequent 65 flight hours. If the operating oil temperature is satisfactory and there is no indication of metal chips, the engine can continue in service with subsequent inspections as specified in the applicable maintenance program (Ref. Task 05-20-00-210-801)
Task 05-50-00-210-815
15.  Use of Unapproved Engine Oil Brands
A.  Procedure
(1)   Drain the engine oil system (Ref. Task 72-00-00-640-806).
(2)   Flush the engine oil system (Ref. Task 72-00-00-640-807).
(3)   Fill the engine oil system with original brand of approved engine oil (Ref. Task 72-00-00-640-805).
Task 05-50-00-210-816
16.  Oil Pressure Exceeds Limits
A.  Procedure
CAUTION:  IF DEBRIS IS FOUND IN THE OIL, THE LABORATORY ANALYSIS OF THE DEBRIS MUST BE KNOWN BEFORE CONTINUING ENGINE OPERATION.
(1)   Refer to Task 05-10-00-990-801 for the oil pressure limits. The engine FADEC will indicate a CAS message for low oil pressure and shows all oil pressure exceedances on the engine exceedance synoptic page.
(2)   Do the fault isolation chart for low or high oil pressure as applicable (Ref. Task 72-00-01-810-827), to find and repair the root cause.
(3)   If there is debris in the oil, send it to an approved laboratory for analysis (Ref. Task 79-20-01-000-801), the results must be known before continuing engine operation.
Task 05-50-00-210-817
17.  Fuel Filter Contamination
A.  Procedure
(1)   If you suspect that the fuel filter is contaminated (Ref. Task 72-00-01-810-816), Fuel Filter Bypass Indication (Pop-Up).
Task 05-50-00-210-818
18.  High Power Engine Shutdown
A.  Procedure
(1)   Allow the engine to cool. Visually inspect the inlet and exhaust duct for oil.
(2)   Check the oil level (Ref. Task 72-00-00-640-803).
(3)   Remove and inspect the chip detector and strainer (Ref. Task 79-30-01-000-801 and Task 79-30-01-210-801).
(4)   Remove and inspect the oil filter (Ref. Task 79-20-01-000-801 and Task 79-20-01-210-801).
(5)   Check the N1 rotor by manually turning the fan in the correct direction. Check for free movement and listen for unusual scraping or binding.
(6)   Check the N2 rotor by manually turning the AGB starter gearshaft with a suitable socket and torque wrench. Check that the maximum torque needed is 15 lb.ft. (20.3 Nm) and listen for unusual scraping or binding.
(7)   Do an engine calibration check (Ref. Task 71-00-00-760-812) and attach the data to the engine logbook with a description of the event.
(8)   Do an engine DCU data download.
(9)   Contact P&WC with the results of the above maintenance checks and the DCU data, so that P&WC can make a decision if the engine can continue in operation.
Task 05-50-00-210-819
19.  Lack of Engine Preservation
A.  Procedure
(1)   Engine(s) that are taken out of service and were not preserved as specified in the maintenance manual (Ref. Task 72-00-00-620-801) could have corrosion damage. Send the engine to an overhaul facility to inspect for corrosion.
Task 05-50-00-210-820
20.  Oil System Contamination
A.  Water in the Oil System
(1)   Flush the oil system (Ref. Task 72-00-00-640-807).
B.  Fuel in the Oil System
(1)   Flush the oil system (Ref. Task 72-00-00-640-807).
(2)   Check the N1 rotor by manually turning the fan in the correct direction. Check for free movement and listen for unusual scraping or binding. If unusual noises are heard, send the engine to an overhaul facility.
(3)   Check the N2 rotor by manually turning the AGB starter gearshaft with a suitable socket and torque wrench. Check that the maximum torque needed is 15 lb.ft. (20.3 Nm) and listen for unusual scraping or binding. If unusual noises are heard, send the engine to an overhaul facility.
(4)   If the maximum torque of 15 lb.ft. (20.3 Nm) is reached before AGB starter gearshaft turns, examine and/or remove the FMU. If the AGB starter gearshaft still does not turn before the maximum torque of 15 lb.ft. (20.3 Nm) is reached, return the engine to an approved overhaul facility to be inspected/repaired in accordance with the Engine Overhaul Manual.
(5)   Remove and inspect the oil filter (Ref. Task 79-20-01-000-801 and Task 79-20-01-210-801) if debris is found, do the fault isolation chart for debris in oil system (Ref. Task 72-00-01-810-831). If no debris is found replace the oil filter.
(6)   Start the engine and ground run up to take off power, refer to the AMM. Check that engine parameters are normal.
(7)   Check for chip detector indication. Remove and inspect the oil filter (Ref. Task 79-20-01-000-801 and Task 79-20-01-210-801) if metallic debris is found, send the engine to an overhaul facility. If no debris is found, the engine can continue in service.
(8)   At 50 +/- 5 flight hours remove and inspect the oil filter (Ref. Task 79-20-01-000-801 and Task 79-20-01-210-801) if debris is found, do the fault isolation chart for debris in oil system (Ref. Task 72-00-01-810-831). If no debris is found, the engine can continue in service with subsequent inspections as specified in the applicable maintenance program (Ref. Task 05-20-00-210-801)
C.  Skydrol Hydraulic Fluid in the Oil System
(1)   If the engine was not motored or started:
(a)   Flush the oil system (Ref. Task 72-00-00-640-807).
(b)   Replace all accessible preformed packings located below the max oil level mark on the sight glass.
(2)   If the engine was motored or started:
(a)   Send the engine to an overhaul facility, to do an inspection for ingestion of Skydrol hydraulic fluid.
D.  MIL-H-5606 Hydraulic Fluid in the Oil System
(1)   Flush the oil system (Ref. Task 72-00-00-640-807).
Task 05-50-00-210-821
21.  Takeoff Power Time Exceedance
A.  Procedure
(1)   The operating limits section gives the takeoff power limits (Ref. Task 05-10-00-990-801). There is no CAS message in the cockpit for any exceedance of these limits. The operator is required to make sure that the engine does not exceed the takeoff power time limit by manually pulling the TLA back. If an exceedance occurs, do the following:
(a)   Record the occurrence in the engine logbook.
(b)   Do a power assurance test (Ref. Task 71-00-00-760-813) and attach the data to the engine logbook.
(c)   The results of the power assurance test should be used to schedule an engine performance recovery wash (Ref. Task 71-00-00-160-808) or other maintenance (such as HSI, etc.).
Task 05-50-00-210-822
22.  Ingestion of Deicing Fluid
A.  Procedure
(1)   If engine(s) flameout because of ingestion of deicing fluid, do a compressor wash before returning the aircraft to service (Ref. Task 71-00-00-160-807).
Task 05-50-00-210-823
23.  Starter / Generator Fail Indication
A.  Procedure
(1)   If engine vibration occurs during the flight and the starter/generator is found to be damaged; the vibrations caused by the damage may have also caused damage to the accessories mounted on the engine and the fuel/oil tubes found in the starter/generator area. Do the following checks:
(a)   Do a visual inspection of all the accessories, fuel/oil tubes for leaks, cracks, oil weeping, correct installation of attaching parts and damage.
(b)   Inspect the starter/generator mounting pad on the AGB for any damage.
(c)   Remove and replace the spline adapter (vespel).
(d)   Rotate the AGB gearshafts manually and listen for any unusual noise.
(e)   Replace the starter/generator magnetic seal.
(f)   Inspect the oil filter and chip collector/detector for unwanted material. If any unwanted material is found, send an oil sample and oil filter for analysis. Do a flush of the engine oil system.
(g)   Operate the engine at 80% N1 for 10 minutes.
(h)   Do a visual inspection for external oil or fuel leaks.
(i)   If unwanted material was found before, do an inspection of the oil filter and chip collector/detector again for unwanted material. If any unwanted material is found, contact your Pratt and Whitney Canada technical representative.
Task 05-50-00-210-826
24.  Engine Fuel Temperature Exceedance
A.  Procedure
(1)   If the engine is operated with fuel temperature above the maximum operating temperature, as measured by the engine EEC, the following action is required:
(a)   Remove the FMU (Ref. Task 73-20-00-000-801) and install a replacement FMU (Ref. Task 73-20-00-400-801). The removed FMU should be returned to the manufacturer with a description of the event, including the peak and duration of the fuel temperature exceedance.
(b)   Record the peak and duration of the exceedance in the engine log book. Do a borescope inspection of the engine fuel nozzles (Ref. Task 72-00-00-290-808) within 600 flight hours of the exceedance event.
70
70.00 Standard Practices
70.00.00 Standard Practices
STANDARD PRACTICES - MAINTENANCE PROCEDURES
Task 70-00-00-990-801
1.  General
A.  General
(1)   To ensure proper reinstallation, observe the location of each part during removal. Tag and mark all parts, clips, and brackets as to their location.
(2)   During removal of engine components, such as tubes, look for indications of scoring, burning or other indications of damage. Tag unserviceable parts and units for investigation and possible repair.
CAUTION: DUST CAPS USED TO PROTECT OPEN TUBES AGAINST CONTAMINATION SHALL ALWAYS BE INSTALLED OVER AND NOT INSIDE THE TUBE ENDS . FLOW THROUGH THE LINES MAY BE BLOCKED OFF IF LINES ARE INADVERTENTLY INSTALLED WITH DUST CAPS IN THE TUBE ENDS.
(3)   Extreme care shall be taken to prevent dust, dirt, safety cable, lockwire, nuts, washers or other foreign matter from entering the engine. It cannot be overemphasized that this precaution applies whenever work is done on the engine either on the wing or off the wing. Suitable plugs, caps, and other covering shall be used to protect all openings as they are exposed.
(4)   If at any time items are dropped into the engine, the dropped articles must be located and retrieved immediately.
(5)   Before assembling or installing any part, be sure it is thoroughly clean.
(6)   Safety cable, lockwire, lockwashers, tablocks, tabwashers, or cotterpins must never be reused. All safety cable, lockwire and cotterpins must fit snugly in holes drilled in studs and bolts for locking purposes. Install a cotterpin so that the head fits into the castellation of the nut, and unless otherwise specified, bend one end of the pin back over the stud or bolt and the other end down flat against the nut. Only safety cable, lockwire, and cotterpins made of corrosion resistant steel are to be used. Bushing plugs shall be safety cabled or lockwired to the assembly boss or case. Do not safety cable or lockwire the plug to the bushing.
(7)   Replace all gaskets, packings, and rubber parts at reassembly. Make sure that new nonmetallic parts to be installed (such as an oil seal) show no sign of having deteriorated in storage.
(8)   Make sure that the shelf life is not expired for parts with a shelf life. Check the expiry date shown on the part packaging or associated paperwork.
(9)   To protect critical areas of engine parts (such as compressor and turbine disks) against scratches and nicks, tool surfaces contacting these areas must be covered with protective material.
(10)   During replacement of components, note condition of any removed preformed packings. Pieces accidentally torn or cut from packings must be retrieved, regardless of size, even if this entails a systematic disassembly and cleaning of the system. Ensure that new packings are free of cuts, flashings and deformities which may be sheared off at installation.
(11)   When installing engine parts that require the use of a hammer to facilitate assembly or installation, use only a plastic or rawhide hammer.
(12)   Whenever adhesive tape has been applied to any part, the tape must be removed and the part thoroughly cleaned of all tape residue with petroleum solvent (PWC11-027) before installing into engine. Test results indicate that all tapes are capable of causing surface attack and/or reduction in tensile ductility as temperature increases.
(13)   If any part has been coated with corrosion preventive compounds, all traces of this compound and accumulated foreign matter must be removed prior to installation.
Task 70-00-00-990-802
2.  Special Limits and Torque Recommendations
A.  General
(1)   Reference numbers on “Fits and Clearances”, for applicable chapters, indicate the location of fits, clearances, and parts for which torque and spring pressures are specified. A description of, and limits for, these fits, clearances, torque and spring pressures is located by referring to a reference number, given in the text, to the same number given in the appropriate “Fits and Clearances”. In locations where no specific torque limit is given in “Fits and Clearances” the general torque recommendations are specified.
B.  Terms and Symbols
(1)   The terms and symbols used in “Fits and Clearances” are explained as follows:
(a)   REF. DIMENSIONS Column - This column indicates the minimum and maximum manufacturing dimensions of two mating parts. These dimensions are provided for information only.
(b)   LIMITS Column - This column indicates the desired minimum and maximum fits and clearances between new parts, and also the allowable limit to which these parts may wear before replacement is necessary (Ref. NOTES ).
(c)   The symbol T indicates a tight fit. The symbol L, or no letter after a fit denotes a loose fit.
(d)   Unless otherwise specified, all fits are diametrical.
(e)   The figures in the MINIMUM, MAXIMUM and REPLACE columns shall be interpreted as follows:
1   Imperial: Torque in pound-inches, spring pressures in pounds, and all other limits in inches.
2   Metric: Torque in Newton-meters, spring pressures in newtons, and all other limits in millimeters.
NOTE: 
1.   Where the replace column is left blank, the minimum or maximum limit applies, as required.
2.   Where minimum and maximum figures are given for torque loads, they represent the intended tightening range.
Task 70-00-00-990-803
3.  Standard Torques
A.  General
(1)   Torque limits given in the following chapters are to be interpreted as follows:
1.   Torque values in pound-inches at room temperature.
2.   Angles of turn in degrees.
(2)   Thread lubricant is engine oil (PWC03-001) unless otherwise specified.
(3)   Parts heated or cooled before assembly must be at room temperature when the final torque is applied.
(4)   Flange bolts must be torqued in diametrically opposed sequence.
(5)   Torque should be applied slowly and evenly for consistency and the best possible accuracy.
(6)   Torque check for reuse of self-locking fasteners as follows:
(a)   Check for adequate torque of self-locking fasteners before reuse. Discard fastener if locking capability is impaired. Do not repair self-locking fasteners.
(b)   Torque Limits
1   Self-locking nuts, self-locking bolts, and self-locking helical coil inserts must be capable of meeting torque requirements in Table .
a   For torque testing stainless steel, corrosion and heat resistant steel, nickel alloy, and AMS6304 nuts, major, minor and pitch diameters of bolts should be reduced 0.003 inch below dimensions specified in Table .
b   Unplated stainless steel, corrosion resistant steel, nickel alloy, and AMS6304 steel nuts that have thread overcut for plating at assembly, shall be silver plated 0.0003 to 0.0006 inch thick for test purposes, and checked for requirements as given in Table for threaded, unplated bolts.
NOTE: Where a non-standard torque value is specified, refer to fits and clearances in applicable chapter.
2   The expression FIT TO is used when an operation may be required at assembly to obtain the required fit.
3   An asterisk (*) in the replace column indicates that parts should be replaced if any looseness is found.
4   The number symbol (#) indicates that parts should be replaced when scuffing, pitting, galling or excessive wear has taken place.
5   Spline fits are calculated from chordal dimensions; unless otherwise specified, all other fits are diametrical.
6   For torque testing stainless steel, corrosion and heat resistant steel, nickel alloy, and AMS6304 nuts, major, minor and pitch diameters of bolts should be reduced 0.003 inch below dimensions specified for listed 0.190-32 UNF-3A, 0.190-24 UNC-3A and larger bolt sizes (Ref. Table .
(c)   Unplated Nuts
1   Unplated stainless steel, corrosion resistant steel, nickel alloy, and AMS6304 steel nuts that have threads overcut for plating at assembly, shall be silver plated 0.0003 to 0.0006 inch thick for test purposes, and checked for requirements as given in Table for threaded unplated bolts.
NOTE: Where a non-standard torque value is specified, refer to fits and clearances in applicable chapter.
Task 70-00-00-990-804
4.  Torque Indicating Devices
A.  General
(1)   Check torque indicating devices before using, and calibrate by means of weights and a measured lever arm to make sure that there are no inaccuracies. Checking one torque wrench against another is not sufficient. Some wrenches are quite sensitive to the way they are supported during a tightening operation, and every effort must be made to adhere to the instructions furnished by the respective manufacturers.
B.  Torque Wrench and Extensions
(1)   When using a special extension, or adapter wrench together with a standard torque wrench (Ref. Fig. ) . In order to arrive at the resultant required torque limits, the following formula must be used:
T - Desired torque on the part.
E - Effective length of special extension or adapter.
L - Effective length of torque wrench.
A - Distance through which force is applied to part.
R - Reading on scale or dial of torque wrench.
R =
LT
  
A
  
=
LT
  
L + E
  
Example:
A torque of 1440 lb.in. (162.7 Nm) is desired on a part, using special extension having a length of three inches (76.2 mm) from center to center of its holes, and a torque wrench measuring 15 inches (381 mm) from center of handle or handle swivel pin to center of its square adapter. Then:
R =
LT
  
L + E
  
=
15 x 1440
  
15 + 3
  
= 1200 lb.in.
or:
R =
LT
  
L + E
  
=
381 x 162.698
  
381 + 76.2
  
= 135.6 Nm
With the axis of the extension or adapter and the torque wrench in a straight line, tightening to a wrench reading of 1200 lb.in. (135.6 Nm) will provide the desired torque of 1440 lb.in. (162.7 Nm) on the part.
Task 70-00-00-990-805
5.  Torque Recommendations
A.  General
(1)   All nut, bolt and screw torques should be obtained using a thread lubricant. The lubricant should be engine oil, unless otherwise specified. Torque requirements for interference fit application, such as studs and pipe plugs, may be obtained with or without lubrication, unless otherwise specified.
B.  Antiseize Lubricated Parts
CAUTION: ENSURE THAT ANTISEIZE AND ANTIGALLING COMPOUNDS ARE APPLIED IN A THIN EVEN COAT, AND THAT EXCESS COMPOUND IS COMPLETELY REMOVED TO AVOID CONTAMINATION OF ADJACENT PARTS, PASSAGES OR SURFACES WHERE THE COMPOUND MAY CAUSE MALFUNCTIONING, OR EVEN FAILURE, OF ENGINE.
(1)   Lubricating compound (PWC06-001) should be applied to all loose-fit spline drives which are external to the engine and have no other means of lubrication. For certain assembly procedures molybdenum disulfide in either paste form (Type G) anti-seize compound (PWC06-004) or powdered form (Type Z) anti-seize compound (PWC06-004A) mixed with engine oil (PWC03-001) or grease (PWC04-001) may be used. Particular applications of molybdenum disulfide are indicated in the individual text portions of this manual, as applicable.
C.  Nuts, Bolts and Screws
(1)   Bolts and nuts on flanges with metal tabular gaskets must be initially torqued to the required torque and then retorqued until torque values given in relevant assembly instruction remain constant.
(2)   The torque values given within text apply to nuts where the height of the nut is approximately equal to the major diameter of the thread. For jam nuts, refer to REMOVAL/INSTALLATION. Values do not apply to hollow bolts and screws.
D.  Self-locking Nuts
(1)   Where self-locking nuts and helical coil inserts are used, the following procedure applies:
(a)   The locking torque for self-locking nuts and helical coil inserts must be checked at assembly. The locking torque must not be less than the values shown in Table unless otherwise specified.
(b)   When checking self-locking torque, care must be taken to ensure the fastener is not seated. This ensures that only the torque necessary to overcome the friction holding the thread is measured.
E.  Safetywire and Cotterpin Requirements
(1)   When tightening a castellated nut, alignment of slot must be obtained without exceeding the maximum torque. If this is not possible, replace nut with another one. After tightening nut to recommended torque, nut must not be loosened to permit insertion of safetywire or cotterpin. If slot in nut or safetywire hole in bolt or screw is not correctly aligned at the minimum torque value given, the nut, screw or bolt should be further tightened to next alignment position, but maximum torque value given must not be exceeded. Should alignment still be impossible without exceeding maximum torque, back off nut, screw or bolt one-half turn and retorque.
F.  Slotted, Steel Locknuts (Prevailing Torque Type)
(1)   Effective locking of slotted, steel locknuts on bolts or studs requires full engagement of all locknut threads. The chamfered section of the locknut ID does not exert force on the bolt or stud; therefore, it is not necessary that the bolt or stud be flush with, or protrude from, the outer face of the locknut.
G.  Standard and Stepped Studs
(1)   When the torque required to drive a stud to the correct protrusion does not reach the minimum value given, or exceeds the maximum value given, a new stud must be selected.
H.  Hose, Tubing and Threaded Couplings
(1)   If leakage occurs at a coupling, do not attempt to correct by overtorquing. Disassemble fitting and check for nicks, burrs and/or foreign matter. Use new parts to rectify.
Task 70-00-00-990-806
6.  Locking Devices
A.  Keywashers (Tab and Cup Type)
(Ref. Fig. )
CAUTION: KEYWASHERS ARE TO BE USED ONLY ONCE. NEW KEYWASHER(S) MUST BE INSTALLED AT EACH ASSEMBLY.
CAUTION: DO NOT USE SHARP EDGED TOOLS TO BEND OR SET KEYWASHER TABS. TAB DETACHMENT MAY OCCUR WITH SUBSEQUENT DAMAGE TO ENGINE.
(1)   Pre-Assembly Requirements for Cupwashers:
(a)   Visually inspect cupwasher for freedom from deep drawing score marks (especially in undercut adjacent to tangs) and for freedom from prior assembly/handling damage, i.e. bent tangs or prior stake marks.
(b)   Visually inspect contact surfaces for excessive roughness, burrs, or scores that may cause the washer to bend on the nut.
(c)   Visually inspect the nut for burrs, nicks or scratches on face which abuts the cupwasher that could cause the nut to pick up on the washer.
(2)   Assembly Requirements for Cupwashers:
(a)   The cupwasher must be lubricated on the nut side only, the opposite face must be clean and dry.
(b)   With cupwasher placed against shaft slots opposite to direction of nut tightening, screw nut fingertight.
(c)   With a silver pencil, make an alignment mark on cupwasher outside diameter and the component immediately adjacent to cupwasher.
(d)   Torque the nut in the normal manner.
(e)   If alignment mark has moved, remove and discard cupwasher.
(f)   Repeat procedure with new cupwasher.
(g)   Stake cupwasher.
B.  Retaining Rings
CAUTION: THOROUGHLY INSPECT ALL RETAINING RINGS, INCLUDING SPIROLOX, FOR CONDITION. DISTORTED RINGS ARE NOT ACCEPTABLE AND MUST BE REPLACED.
(1)   Retaining rings must be installed using approved retaining ring pliers. Internal type rings must not be compressed beyond the point where the ends of the ring meet. External type rings must be expanded just enough to allow installation without becoming bent. After installation, ensure that each ring is completely seated, without looseness or distortion in its groove.
C.  Safety Cable
(1)   General
(a)   Safety cable is installed through two or more parts in such a way that as the fastener loosens the safety cable will tighten. By tightening, the safety cable will not permit the fastener to loosen or turn. The safety cable system is made up of two components: the safety cable/ferrule kit (PWC05-344) and a crimping tool (PWC90025) (Ref. Fig. ) .
(b)   The safety cable is available in one size, 0.32 inch (0.81 mm), and is made of stainless steel material. One end of the cable will have a cable end fitting swaged to it. The cable end fitting is made of stainless steel material. The strands of the cable on the opposite end of the cable are fused together to prevent the cable from fraying.
(c)   The ferrules are made of stainless steel material and are purchased in a spring-loaded, disposable cartridge. When the safety cable is installed the ferrule will be crimped on the open end of the cable.
(d)   The hand-operated crimping tool comes in two different lengths. The crimping pressure of the tool is set by the manufacturer. The primary parts of the crimping tool are the nose assembly and the tool body. This tool is used to crimp the ferrule on the end of the safety cable. The crimping tool will cut the safety cable even with the ferrule at the same time the ferrule is crimped.
(2)   Safety Cable Substitution: Where safety cable is specified, it may be replaced with safety wire. Use safety wire as specified in Table .
(3)   Basic Installation Rules:
(a)   It is not permissible to re-use safety cable or a ferrule. The safety cable and ferrule must be new for every application.
(b)   Unless specified differently in assembly procedure, safety cable should be installed in double- or triple-bolt patterns. The double-bolt pattern is preferred when you apply safety cable to an even number of fasteners (Ref. Fig. ) .
(c)   The maximum allowable span of safety cable between two end points is 6 inches (152.4 mm), unless otherwise specified.
(d)   Any defects (such as fray, nicks, kink or any damage to the safety cable) to any portion of the safety cable prior to, during or after installation is not permitted.
CAUTION: DO NOT USE SAFETY CABLE IF THE HOLES ARE MORE THAN 0.100 INCH (2.54 mm) DIAMETER. THE FERRULES ON THE END OF THE CABLE ARE 0.106 - 0.108 INCH (2.69 - 2.74 mm) DIAMETER AND WILL FALL THROUGH HOLES LARGER THAN THIS.
(e)   Always install safety cable through the safety cable holes provided on the fastener.
(f)   Do not decrease or increase the torque on the parts to correctly align the holes for the cable.
(g)   Install safety cable so that any tendency for a fastener to loosen is counteracted by more tension on the cable.
(h)   It is recommended that there be no sharp turns more than 90° when the cable is passed through a fastener. Installation of safety cable should be with either a positive or neutral pull.
(i)   Cable flex limits are specified in Figure These values are the maximum flex limits between the end points when light finger pressure of approximately 2 pound (8.9 N) is applied at midspan.
(j)   Excess Cable:
1   Cut off excess cable from crimped ferrule after installation of safety cable.
2   Maximum length of cable beyond crimped ferrule is 0.031 inch (0.787 mm).
(k)   Safety Cable Seal:
1   Where specified, apply and crimp an aluminum seal to the load bearing portion of the safety cable.
2   After installing the seal, make sure that it is snug on the cable and that it can not be moved without showing evidence of tampering.
3   After installing the seal, an inspection stamp or other means of identification shall be applied to the seal.
(4)   Installation (Ref. Fig. )
(a)   Install ferrule cartridge into crimper (PWC90025) tool body.
(b)   Do a visual inspection of the holes to be used to find all damage. If the hole is damaged, replace the part or, if possible, use another hole to install safety cable.
NOTE: Keep the safety cable as straight as possible when you locking the fasteners or parts together.
(c)   Insert the free end of the safety cable (PWC05-344) into the hole of the part. Pull the cable through the hole until the cable end fitting is against the part.
NOTE: On a double-bolt pattern, do not safety cable in a negative pull direction. Make sure the safety cable has a positive or neutral pull.
(d)   Insert the end of the cable through the second part. Choose the hole in the part that permits the cable to be as straight as possible. Pull the cable through the second part. If three parts must be safety cabled, do the same procedure for the third part.
(e)   The nose can be changed to four different positions at 90° increments. To select the position, push the nose in towards the tool, rotate to the desired position, and release the nose. If the nose does not lock into the indexed position, turn it slightly until it does (Ref. Fig. ) .
(f)   Insert the free end of the safety cable (PWC05-344) through a ferrule . Use the safety cable to pull the ferrule out of the ferrule cartridge.
(g)   Put the end of the safety cable through the crimping head of the crimping tool. Make sure the large hole in the crimping head is on the same side as the ferrule. Move the crimping tool along the safety cable until the crimping head is against the part. Make sure the ferrule goes inside the hole in the crimping head.
(h)   Insert the free end of the cable into the cable entrance. Continue to push the cable into the cavity. When the free end of the cable appears at the bottom of the tool, grab the cable and pull the slack from the cable until resistance is felt.
NOTE: Grip the cable as close to the free end as possible during insertion to prevent buckling of the cable.
(i)   When all slack is removed from the cable, make sure the tool is snugly against the fastener by using several short strokes of the handle. Release the handle to the full open position and fully close the handle to affect crimping and cutting.
CAUTION: IT IS IMPORTANT ON THIS FINAL STROKE TO HOLD THE TOOL AS STEADY AND PERPENDICULAR TO THE CABLE AS POSSIBLE WHILE ENSURING THAT A FULL STROKE IS USED TO MAINTAIN A CONSISTENT TENSIONING OF THE CABLE.
(j)   After crimping and cutting, release the tool handle and slide the tool off the crimped ferrule. Pull the excess cable from the tool.
(k)   Remove and discard unused safety cable from the bottom of the crimping tool.
(5)   Verification (Ref. Fig. )
(a)   Push against the safety cable with light finger pressure halfway between the locked parts. If the cable feels loose, do a dimensional check to make sure the safety cable is serviceable as follows:
1   Measure the distance between the locked parts. Write this measurement down as Dimension A. If three parts are locked together, measure the distance between each of the parts and add the two measurements together to get Dimension A.
2   Push against the safety cable with light finger pressure halfway between the two locked parts. Measure the distance the safety cable moves laterally. Writes this measurement down as Dimension C.
3   Compare the dimensions written down to the limits given.
CAUTION: DO NOT TRY TO BREAK THE SAFETY CABLE. IF THE SAFETY CABLE MUST BE REMOVED, CUT THE SAFETY CABLE TO AVOID DAMAGE TO THE HOLES OF THE PART.
(b)   If the safety cable is not within limits, cut the safety cable with wire cutters and remove the safety cable. Install new safety cable.
(c)   Check that cable was installed through bolts correctly (Ref. Para. 6.C. step (6)).
(d)   Verify that cable was cut flush at the end of the ferrule with no strand extending more than 1/32 inch from the end of the ferrule.
(e)   Visually inspect safety cable for kinks, frayed wires, or improper crimps. Remove and replace safety cable if problem exists.
(6)   Indenter Adjustment (Ref. Fig. )
(a)   Remove the nose assembly by removing the two socket head cap screws.
CAUTION: DO NOT ADJUST THE PUSHROD MORE THAN A QUARTER OF A TURN AT A TIME. SEVERE ADJUSTMENTS MAY DAMAGE THE TOOL.
(b)   Adjust the pushrod adjustment screw using a 0.25 inch (6.4 mm) straight edge screw driver. Turn the pushrod adjustment screw clockwise to loosen the crimp (enlarge the gaging dimension). Turn the adjustment screw counter-clockwise to tighten the crimp (reduce gaging dimension).
(c)   Replace the nose assembly and the two socket head cap screws. Turn each screw a small amount until tight to prevent binding.
CAUTION: TIGHTENING THE CRIMP INCREASES REQUIRED HAND FORCES DURING APPLICATION AND INCREASES CABLE ASSEMBLY TENSILE VALUES. LOOSENING THE CRIMP DECREASES REQUIRED HAND FORCES DURING APPLICATION AND DECREASES CABLE ASSEMBLY TENSILE VALUES
(d)   Check calibration as described in (Ref. Para. 6.C. step (7)).
(7)   Indenter Calibration (Ref. Fig. )
NOTE: Indenter calibration should be checked periodically and must be checked after the nose assembly has been removed or interchanged.
NOTE: Do a pull-off load test as often as necessary to make sure the crimp done by the crimping tool meets the necessary requirements.
(a)   Set up test block (PWC90026).
(b)   Thread the cable into the 12 point screw and through the swivel, holding the lever in the home position. If the lever is not kept in the home position the results may be adversely affected. Cut the cable by making sure to close the handles completely.
(c)   Apply approximately 2 lbs. force to the cable with your finger at the line marked test area. If the cable touches either the side or bottom surface of the test area then remove the cable from the test block and use another cable as described in Para. 6.C. step (7)(b).
(d)   Place a 3/8 inch drive torque wrench into the square drive hole, orientating the test block and torque wrench on a flat surface. Apply the proper pull-off load as shown in Table . Release torque when minimum pull-off load is achieved.
NOTE: Do not apply additional tension to safety cable than that is required to achieve minimum pull-off load.
(e)   If the cable did not break or pull out of the ferrule after applying proper torque, remove the torque wrench and apply approximately 2 lbs. force to the cable with your finger at the line marked test area.
(f)   If the cable breaks, touches either the side or bottom surface of the test area or pulls out of the ferrule, then the crimp is unacceptable and the tool indenter should be adjusted (Ref. Para. 6.C. step (6)).
(8)   Maintenance of Crimp Cavity:
(a)   Debris can accumulate in the crimp cavity during use. This debris must be removed and the cavity oiled periodically depending upon use and environment.
NOTE: Ferrule sticking can occur if this procedure is not followed.
(b)   Remove debris by gently scraping or brushing the crimp cavity.
(c)   Blow any remaining debris from the cavity with air.
(d)   Coat the cavity with a light film of any lightweight synthetic or petroleum based oil after the cavity has been thoroughly cleaned.
D.  Lockwire
(1)   Except where otherwise specified, the wire is heat and corrosion resistant steel wire of 0.025 inch diameter lockwire (PWC05-089).
E.  Lockwiring
(1)   Basic Rules
(a)   Lockwire must be tight after installation to prevent failure due to rubbing or vibration.
(b)   Lockwire must be installed in a manner that tends to tighten and keep a part locked in place thus counteracting the natural tendency of the part to loosen.
(c)   Lockwire must never be overstressed. It will break under vibrations if twisted too tightly. The lockwire shall be pulled taut when being twisted, but shall have minimum tension, if any when secured.
(d)   Lockwire ends must be bent toward the engine, or part, to avoid sharp or projecting ends which might present a safety hazard or vibrate in the air stream.
(e)   Internal wiring must not cross over or obstruct a flow passage when an alternate method can be used.
(2)   Lockwire Hole Alignment
(a)   Check the units to be lockwired to make sure they have been correctly torqued and that the wiring holes are properly positioned in relation to each other. When there are two or more units, it is desirable that the holes in the units be in the same relationship to each other. Never overtorque or loosen units to obtain proper alignment of the holes. It should be possible to align the wiring holes when the units are torqued within the specified limits. However, if it is impossible to obtain a proper alignment of the holes without either over or under torquing, select another unit which will permit proper alignment within the specified torque limits.
(3)   Lockwire Twisting
(a)   To prevent mutilations of the twisted section of the wire when using pliers, grasp the wire at the ends or at a point that will not be twisted. lockwire must not be nicked, kinked, or mutilated. Never twist the wire ends off with the pliers and when cutting off ends, leave at least three complete turns after the loop, exercising extreme care to prevent the wire ends from falling into the engine. The strength of the lockwire holes is marginal; never twist the wire off with pliers. Cut the lockwire close to the hole, exercising extreme care.
(4)   Lockwire Illustrations
(a)   Figure illustrates a typical lockwiring procedure. Although there are numerous lockwiring operations performed on these engines, practically all are derived from the basic examples shown in Figure .
Task 70-00-00-990-807
7.  Identification of Hardware Material, Particularly Nuts and Bolts
A.  General
(1)   A permanent type of material code designation has been adopted for use in these engines. Correct engine reassembly procedures require that particular attention be paid to the material requirements for nuts and bolts used in the hot section of the engine. In these areas, where parts must be of material which is resistant to high operating temperatures, special heat resistant alloys are employed. It is imperative that at reassembly of the engine or its components the properly coded part be reassembled in its original location, if serviceable.
(2)   The code system employs the use of a letter “C” for corrosion resistant steel for normal application and “H” for heat resistant alloys in hot section application. The stamped or embossed letter will be followed by a number of one or more digits, such as C1, C8, H3, and H12. Bolt code identification will usually appear on the top of the head and nut identification on one side of the hex (Ref. Fig. ) . When the application is an AN or MS six digit part number, the code identification “C” or “H” will be preceded by the letter “E” as in EC3 or EH10.
NOTE: All AN or MS six digit part numbers, when manufactured of material in the common temperature range (such as cadmium plated, low alloy steel parts), are also coded “E” to indicate, in part, close material quality control.
(3)   The adoption of this program will make it possible for service activities to avoid the assembly of parts, with similar physical appearance, in locations which require high heat resistant parts. In this regard, it is required, at time of disassembly (removal), that all similarly coded parts be segregated so that two, or more, physically similar parts with different code numbers will not be scrambled; and so that, at subsequent reassembly (installation), the properly coded parts are replaced in their proper locations.
CAUTION: NEVER ASSEMBLE A MATERIAL CODED PART WITH A “C” IDENTIFICATION IN A LOCATION WHICH REQUIRES AN “H” CODED PART AND VICE-VERSA. NEVER USE CADMIUM PLATED NUTS, BOLTS OR ANY OTHER CADMIUM PLATED PART IN THE HOT SECTION OF THE ENGINE.
(4)   Parts from several engines should not be scrambled at disassembly (removal) and cleaning, because, at the time of engine manufacture, production requirements may necessitate one or more material substitutions in a block of engines. Subsequent engine reassembly with indiscriminate scrambling of hardware, may result in unnecessary confusion in sorting these parts for proper reassembly.
CAUTION: IT IS IMPORTANT THAT “J” THREADED HARDWARE BE CAREFULLY SEGREGATED AND MARKED AT DISASSEMBLY (REMOVAL) TO PREVENT MIXING OF “J” THREADED PARTS WITH NON “J” THREADED PARTS.
(5)   Unified Controlled Radius Root “J” Threaded Bolts feature full root radius for external threads with increased minor internal threaded diameter. “J” threads ensure greater fatigue life, improved stress relaxation characteristics and show improvement in tensile strength over previous designs. This thread form is used extensively throughout engines. Engine bolts having “J” threads appear just like items threaded with conventional threads.
Task 70-00-00-990-808
8.  Stainless Steel Bolts with Reduced Pitch Diameters
A.  General
(1)   At engine manufacture, it is the practice to provide bolts with reduced pitch diameter for use in the hot sections of engines. This will minimize the possibility of bolt and nut seizure and is standard practice for locations where the parts are subjected to elevated temperatures (Ref. Fig. ) .
Task 70-00-00-990-809
9.  Identification of Metal Particles
A.  General
(1)   Submit particle to an approved P&WC laboratory for analysis.
Task 70-00-00-990-810
10.  Marking of Parts
A.  General
(1)   Marking of engine parts, assemblies, or weldments shall be applied so as to ensure maximum legibility and durability of mark but in a manner that will not affect function or serviceability of part. Only applicable Pratt & Whitney Canada marking methods shall be used.
(2)   Except where otherwise specified, reidentification of parts shall be accomplished adjacent to, or in a location similar to that of, original marking.
(3)   All marking characters, unless otherwise specified, shall be 0.060 to 1.160 inch (1.52 - 4.06 mm) high. In special cases, when marking area is governed by size or configuration of part, characters not less than 0.016 (0.041mm) inch nor more than 0.250 inch (6.35mm) in height are permitted.
(4)   Electric-arc scribing, particularly hand arc scribing, whereby characters are produced by action of an electric arc between surface and an electrode (scriber), has been found unsuitable for jet engine parts and must not be used.
(5)   Acid etching, whereby characters are formed by action of an acid on surface of part, is not recommended because of its possible corrosive effect.
(6)   Do not use Soapstone to mark engine parts.
B.  Permanent Marking Methods
(1)   General
(a)   Marking should be done as close to original marking as possible. Permanent methods of marking are those in which marking is legible during entire service life of part.
(b)   Permanent markings shall not extend onto any radius, chamfer, sharp edge, or fillet adjoining designated marking surface.
(2)   Applied Marking Methods
CAUTION: DO NOT ELECTROLYTICALLY ETCH ANODIZED SURFACES.
(a)   Electrolytic Etch - Characters are produced by electrolysis confined to area of characters by a stencil. This technique is sometimes used as a temporary method. Do not confuse it with electric-arc scribing.
(b)   Vibration Peening - Characters are produced by a vibrating, radius-tipped, conical tool.
Manual - tool is hand-guided and has a single tip.
Mechanical - tool is mechanically guided and has a single tip, or has multiple tips producing one or more complete characters simultaneously. This method is not usually permitted if hardness of part at time of marking is higher than Rockwell C45 or equivalent.
NOTE: Vibration peening marking method can be used for marking parts originally marked by diamond drag or roll marking
C.  Temporary Marking Methods
(1)   General
(a)   Temporary methods of marking are those in which the marking will ensure identification during ordinary handling, and storage, and final assembly.
CAUTION: LEAD AND/OR METALLIC PENCILS, OR ANY TEMPORARY MARKING METHOD LEAVING A DETRIMENTAL DEPOSIT OF CARBON, ZINC, COPPER, LEAD, OR SIMILAR RESIDUE WHICH MAY CAUSE A REDUCTION IN FATIGUE STRENGTH AS A RESULT OF CARBURIZATION OR INTERGRANULAR ATTACK WHEN THE PART IS SUBJECTED TO INTENSE HEAT, SHALL NOT BE USED.
(b)   When using a marking pencil, marks shall not be applied to carbon seal plate surfaces or to mating surfaces of finished machined parts. Heavy deposits or marking material could adversely affect clearance and runout.
(2)   Applied Marketing Methods
CAUTION: DO NOT USE ELECTROLYTIC ETCH METHOD OF MARKING ON ANODIZED SURFACES.
(a)   Electrolytic Etch - Characters are produced by electrolysis confined to area of characters by a stencil. This is primarily a permanent marking method. However, where specified, it may also be used for temporary marking.
(3)   Ink Marking
(a)   Characters are produced by applying, by any means, an ink which does not injure the surface. Inks used in marking may have a light etching action, providing etching does not damage the surface.
NOTE: Ordinarily, ink stamping and electrolytic etching, when used as a temporary marking method, may be applied to any surface which, after assembly, does not move relative to a contacting surface.
(4)   Marking Materials, Hot and Cold Section Engine Parts
(a)   Felt Wick Pen (PWC05-048A) and Speedry Instant Dry Ink (PWC05-046).
(b)   Brushpen No. 57 (PWC05-048) and Tex-Rite Instant Dry Ink (PWC05-046A).
Ink Types:
400-1 (Black)
400-2 (Red)
400-7 (Purple)
(c)   Micro Supreme No. 142 (Purple Dye) (PWC05-002).
(d)   Phano No. 71 Red Pencil (PWC05-103). May be used on parts which are not directly exposed to the gas path. This type of mark is easily obliterated and, therefore, less durable.
(e)   Eberhard Faber Colorbrite Silver No. 2101, or Joseph Dixon Best Silver No. 1936 pencils (PWC05-018A) .
(5)   Marking Materials, Cold Section Engine Parts Only
Volgers Opaque Ink (Black) (PWC05-046B).
Dykem Ink KX425 (Black) (PWC05-229).
Dykem Ink KXX122 (White) (PWC05-332)
Carters Ink No. 451 (Black) (PWC05-027).
(6)   Marking Materials, Hot Section Engine Parts Only. Use layout dye (lightly applied) to mark parts which are directly exposed to engine gas path such as turbine blades and disks, turbine vanes, and combustion chamber liner.
Task 70-00-00-990-811
11.  Lubrication of Preformed Packings
A.  General
CAUTION: APPLICATION OF LUBRICANT PLUS PROPER ASSEMBLY, WILL PREVENT DAMAGE TO PACKINGS WHICH COULD CAUSE ENGINE MALFUNCTION.
(1)   Prior to installation, new o-ring type preformed packings must be coated with a thin film of engine oil (PWC03-001) unless otherwise specified.
List of Figures
Torque Wrench and Extension
Examples of Lockwashers
Standard Safety Cable Components
Safety Cable Flex Limits
Safety Cable Installation Procedure
Safety Cable Patterns
Nose Assembly Rotation
Indenter Adjustment
Test Block - Crimper Calibration
Lockwiring Procedure
Lockwiring Examples
Hardware Code Identification
Reduced Pitch Diameter Bolt Identification
List of Tables
Torque Check for Reuse of Self-Locking Nuts, Bolts and Helical Coil Inserts (Pound-inches at Room Temperature and Lubricated With Engine Oil)
Locking Torque for Self-locking Nuts and Helical Coil Inserts
Safety Cable Substitution
Safety Cable Minimum Crimp Requirements (Pull-off Load)
STANDARD PRACTICES - REMOVAL/INSTALLATION
Task 70-00-00-990-812
1.  General
A.  General
CAUTION: DUST CAPS USED TO PROTECT OPEN TUBES AGAINST CONTAMINATION SHALL ALWAYS BE INSTALLED OVER THE TUBE ENDS AND NOT IN THE TUBE ENDS. FLOW THROUGH THE LINES MAY BE BLOCKED OFF IF LINES ARE INADVERTENTLY INSTALLED WITH DUST CAPS IN THE TUBE ENDS.
CAUTION: TOOL SURFACES WHICH MAY CONTACT ENGINE CRITICAL AREAS MUST BE ADEQUATELY COVERED WITH A PROTECTIVE MATERIAL.
CAUTION: INSTALL PROTECTIVE CAPS OVER THE OUTSIDE OF ELECTRICAL CONNECTORS. DO NOT INSTALL PROTECTIVE CAPS ON THE INSIDE OF ELECTRICAL CONNECTOR SLEEVES. IMPROPER INSTALLATION OF CAP CAN DAMAGE THE INSIDE OF THE CONNECTOR.
(1)   To ensure proper reinstallation, tag and mark all parts, clips, and brackets as to their location.
(2)   During removal of tubes or engine parts look for indications of scoring, burning or other undesirable conditions. To facilitate reinstallation, observe the location of each part during removal. Tag unserviceable parts and units for investigation and possible repair.
(3)   Extreme care shall be taken to prevent dust, dirt, lockwire, nuts, washers or other foreign matter from entering the engine. It cannot be overemphasized that this precaution applies whenever work is done on the engine either on the wing or off the wing. Suitable plugs, caps, and other covering shall be used to protect all openings as they are exposed.
(4)   If at any time items are dropped into the engine, the assembly process must stop until the dropped articles are located, even though this may require a considerable amount of time and labor. Before assembling or installing any part, be sure it is thoroughly clean.
(5)   Lockwire, lockwashers, tablocks, tabwashers, or cotterpins must never be reused. All lockwire and cotterpins must fit snugly in holes drilled in studs and bolts for locking purposes. Install a cotterpin so that the head fits into the castellation of the nut, and unless otherwise specified, bend one end of the pin back over the stud or bolt and the other end down flat against the nut. Only lockwire and cotterpins made of corrosion resistant steel shall be used. Bushing plugs shall be lockwired to the assembly boss or case. Do not lockwire the plug to the bushing.
(6)   Replace all gaskets, packings, and rubber parts at reassembly. Make sure that new nonmetallic parts to be installed (such as an oil seal) show no sign of having deteriorated in storage.
(7)   To protect critical areas of engine parts (such as compressor and turbine disks) against scratches and nicks, tool surfaces contacting these areas must be covered with protective material.
(8)   When installing engine parts that require the use of a hammer to facilitate assembly or installation, use only a plastic or rawhide hammer.
(9)   Whenever adhesive tape has been applied to any part, the tape must be removed and the part thoroughly cleaned of all tape residue with petroleum solvent prior to being subjected to high temperature during engine run. Test results indicate that all tapes are capable of causing surface attack and/or reduction in tensile ductility as temperature increases. Do not leave tape or tape residue on engine parts.
(10)   If any part has been coated with corrosion preventive compounds, all traces of this compound and accumulated foreign matter must be removed.
Task 70-00-00-990-813
2.  Removal
A.  Removal of Straight Nipples, Straight Adapters, Bulkhead Couplings and Tube Connector Nipples
CAUTION: DO NOT BEND, TWIST OR FORCE HYDRAULIC AND PNEUMATIC TUBES, WHETHER RIGID OR FLEXIBLE, TO ACHIEVE ALIGNMENT WITH MATING FITTING. ADJUST FITTING TO ALIGN WITH TUBE. CLAMP AND SECURE TUBE ONLY WHEN IT IS INSTALLED IN POSITION WITH NO NOTICEABLE TENSION OR LOAD.
(1)   Remove fittings from engine lines or accessory units.
(2)   Remove preformed packings from fittings and discard.
B.  Removal of Tube-to-Boss Elbows, Elbow Adapters and Elbow Assemblies
(1)   Remove fittings from engine lines or accessory units.
NOTE: Before removal, mark angular position of fitting on engine or unit.
(2)   Remove preformed packings, packing retainers (back-up rings) and discard. Discard jam nuts from fittings.
Task 70-00-00-990-814
3.  Installation
A.  Installation of Straight Nipples, Straight Adapters, Bulkhead Couplings and Tube Connector Nipples
(1)   Lubricate new preformed packing with light film of engine oil (PWC03-001) or fluid to be used in line.
(2)   Install preformed packing on fitting and screw fitting in boss or flange, as applicable.
CAUTION: EXCESSIVE TIGHTENING WILL RESULT IN DAMAGE TO THREADS OF MATING PARTS.
(3)   Tighten fitting in boss and torque to value detailed in relevant assembly instruction.
(4)   Install jam nut on flange mounted fittings and torque jam nut to recommended value (Ref. Table .
B.  Installation of Tube-to-Boss Elbows, Elbow Adapters and Elbow Assemblies
(1)   Lubricate new preformed packings, packing retainer (back-up ring) and thread of elbow fitting with light film of petrolatum (PWC06-002) or fluid to be used in the line.
(2)   Assemble jam nut, new packing retainer and preformed packing on elbow fitting, pressing packing retainer into counterbore of jam nut.
(3)   Turn jam nut down elbow fitting until preformed packing is seated in non-threaded annulus of fitting.
(4)   Turn jam nut outward until preformed packing is pushed firmly against first lower thread of fitting.
(5)   Install elbow fitting into boss on unit, allowing jam nut to turn with fitting until preformed packing contacts boss mating face. This point will be recognized by increase in torque.
(6)   With fitting in this position, hold jam nut stationary and turn elbow fitting into boss a further 1 1/2 turns.
NOTE: From this position the elbow fitting may be further turned inward to a maximum of one turn to facilitate alignment of fitting. Should the fitting tighten in the jam nut before completion of initial 1½ turns or during final alignment, the jam nut may be allowed to turn with the fitting for the remainder of the distance.
(7)   With elbow fitting in correct alignment position, tighten jam nut and torque to recommended torque (Ref. Table .
NOTE: Metal-to-metal contact between jam nut and boss must be obtained without exceeding recommended torque and there must be no extrusion of preformed packing or packing retainer.
C.  Electrical Connectors
CAUTION: INSTALL PROTECTIVE CAPS OVER THE OUTSIDE OF ELECTRICAL CONNECTORS. DO NOT INSTALL PROTECTIVE CAPS ON THE INSIDE OF ELECTRICAL CONNECTOR SLEEVES. IMPROPER INSTALLATION OF CAP CAN DAMAGE THE INSIDE OF THE CONNECTOR.
(1)  Install protective plastic caps on all electrical connectors removed from components or engine (Ref. Fig. ) .
List of Figures
Installation of Protective Caps on Electrical Connectors
List of Tables
Torque Values for Jam Nuts
STANDARD PRACTICES - INSPECTION
Task 70-00-00-200-801
1.  Inspection
A.  General
(1)   A close and complete inspection is important to prolong engine life and give maximum performance. Check for loose or missing parts and inspect any engine part or component that has been worn or damaged. Damage to engine parts may result from improper clearance, lack of lubrication, undesired movement of parts which are bolted, pressed together, overloaded, uneven load distribution, heat, shock, extension of minor damage such as scratches, tool marks, grinding cracks, nicks, etc. Damage to engine parts may also result from presence of foreign matter such as grit, chips, moisture, chemicals, etc., or from incorrect techniques during removal and installation.
(2)   While it is frequently possible to repair a damaged part so that it may be safely reinstalled, it is important that the cause of the damage be determined and corrected if possible. Otherwise more serious consequences may result. Some of the physical conditions most commonly encountered during inspection of engine parts are listed in Table .
B.  Procedure
(1)   Inspect parts for alignment, distortion, foreign matter, looseness, out-of-roundness, sharp edges, scratches, taper, warping and wear. Additionally, check the following:
(a)   Holes in cases, manifolds, pipes and tubes for obstructions.
(b)   Gear tooth and splines for contact patterns.
(c)   Magnesium parts for corrosion.
(d)   Mounting pads, parting and seating surfaces, for smoothness and flatness. Use pencil carbon paper whenever a smear-type indication of surface smoothness is required.
(e)   Plugs for tightness.
(f)   Studs, dowels, and similar protruding parts for alignment and projection length.
(g)   Protective surface coatings for completeness.
(h)   Threads for condition.
C.  Inspection Gages
NOTE: When an inspection procedure requires a very accurate measurement, a micrometer, vernier caliper or a dial indicator must be used.
(1)   If a micrometer or vernier is to be used, check gage for accuracy before making measurement. Ensure that contacting surfaces are clean and contacting faces of part to be measured are free of dirt and burrs. When using depth gages, ensure anvil is held tight and square against part to be measured.
(2)   If a dial indicator is used, ensure indicator base is anchored firmly and that any swivel connections are tightened securely.
(3)   When taking measurements with feeler gages, ensure final size of feeler is a reasonably snug fit.
D.  Inspection of Fuel, Oil and Air Filters
(1)   When determining the condition of engine fuel, oil lubrication and pneumatic systems, removed filters must be inspected for condition, contamination and other defects before the application of any allowable cleaning procedures. Clogged filters could be cause for downstream low pressure in systems.
NOTE: Other engine components will normally be cleaned prior to carrying out inspection procedure.
E.  Inspection of Welded Repairs
(1)   Inspect weld repair for quality, uniformity, undercutting, cracking and flux removal. Welds must be blended into adjacent metal in gradual, smooth curves. Welds must be sound, clean, free from foreign material, and from internal and external defects which would adversely affect strength of weld.
(2)   Nominal welds (those not requiring finishing) must exhibit bead conditions as shown in Figure , detail A. Finished welds must exhibit bead conditions as shown in detail B.
F.  Inspection of Fuel, Oil and Air Tubes
(1)   Cracks - Cracked tubing must be replaced. No repair is permitted.
(2)   Scratches - Minor scratches having no appreciable depth are acceptable. Scratches to a depth of 0.005 inch must be blended out. Replace tubing with scratches over 0.005 inch deep.
(3)   Nicks - Individual nicks up to 0.062 inch long by 0.010 inch wide and 0.003 inch deep can be ignored. Nicks to a maximum depth of 0.005 inch must be blended out to remove sharp edges. Replace tubing with nicks greater than 0.005 inch deep.
(4)   Dents - Round bottom dents on straight sections of tubing are permitted provided the length and depth are not greater than 10 percent of the normal outside diameter of tube. No more than one dent to maximum depth per 12 inch length of tube is acceptable. Dents on tube bends, which cause restriction by flattening and local weakening, are not acceptable.
(5)   Pitting - Minor isolated pitting up to 0.003 inch deep is acceptable. Clusters of pitting should be blended out to a maximum depth of 0.005 inch. Tubing must be replaced if pitting exceeds 0.005 inch deep.
(6)   Corrosion - Staining on tubing and surface corrosion is acceptable if removable by light polishing with crocus cloth and oil.
G.  Inspection of Rotating Components
WARNING: LIFE LIMITED (CRITICAL) ROTATING COMPONENTS EXHIBITING CRACKS ARE UNSERVICEABLE AND SHALL NOT BE REPAIRED.
CAUTION: HANDLE ROTATING COMPONENTS WITH EXTREME CARE TO PREVENT DAMAGE OR CONTAMINATION OF THE MATERIAL.
CAUTION: WEAR LINT FREE GLOVES WHEN TOUCHING ROTATING COMPONENTS.
CAUTION: MAKE SURE CLOSE ATTENTION IS PAID TO AREAS SUCH AS COUNTERWEIGHT HOLES AND BLADE SLOTS WHERE IMPERFECTIONS ARE DIFFICULT TO FIND.
CAUTION: USE SUITABLE CLEAN, PROTECTIVE CONTAINERS FOR STORING AND TRANSPORTING COMPONENTS.
(1)   Inspect components in accordance with the criteria specified in the relevant Chapter/Section/Subject.
(2)   Any observed conditions not defined in this manual are not acceptable for repair.
(3)   Evaluation of the surface should take into consideration the need for repairs and the limits to which repairs may be made to determine the suitability for continued use of the component.
(4)   Unrepairable components shall be quarantined to prevent further use.
(5)   It is important to have suitable lighting. The minimum recommended illumination for close and difficult inspection is 100 foot-candles measured at the inspection table top.
(6)   Unless otherwise specified, magnification shall not be used. A magnification of 3 to 4X may be used as an aid to evaluate and confirm an observed condition in detail.
List of Figures
Weld Repair - Inspection
List of Tables
Typical Physical Conditions
STANDARD PRACTICES - CLEANING
Task 70-00-00-100-801
1.  Cleaning
A.  General
(1)   Gas turbine cleaning can be categorized into two broad areas, namely specific parts cleaning and field cleaning (i.e. compressor washing).
(2)   Specific parts cleaning is primarily to remove contaminants which might conceal minor cracks and other defects which, if not detected, could eventually lead to failure of a component or part. Engine components or parts should be cleaned only as necessary to perform required inspection and repair. Overcleaning of components or parts is unnecessary and should be avoided. The cleaning methods given in the following text are adequate for all maintenance levels. For compressor washing methods, refer to Task 71-00-00-160-801.
B.  General Precautions
(1)   Prior to engine disassembly, ensure that the work area is clean.
(2)   Benches on which engine parts are placed must be clean and free from grit, metal fillings, etc., which may contaminate engine oil systems, fuel systems or hardware.
(3)   Clean plastic bags should be available in which oil system and fuel system parts may be stored until ready for reassembly.
(4)   Clean plastic caps or covers should be used to protect exposed tubes or bearing areas.
(5)   At reassembly ensure that all parts are clean and new packings installed.
C.  Cleaning Precautions
CAUTION: TAKE PARTICULAR CARE IN SELECTING CLEANING METHOD TO ENSURE THAT ANODIZING AND OTHER PROTECTIVE COATINGS ARE NOT REMOVED FROM PARENT METAL. DO NOT USE ALKALIES ON ALUMINUM, MAGNESIUM, ALUMINIZED AND PAINTED AREAS.
NOTE: The choice of cleaning agents should be limited to consumables listed in INTRODUCTION. The toxicity of cleansing agent will, however, depend on the type of contamination encountered on part to be cleaned.
(1)   Wear rubber gloves, apron or coveralls and face shield or goggles, when working with solvents.
(2)   Use the least toxic of available cleaning materials which will satisfactorily accomplish work.
(3)   Perform all cleaning operations in a well ventilated work area.
(4)   Ensure that adequate and usable fire fighting and safety equipment is conveniently located and available to all personnel.
(5)   Do not smoke or expose a flame within 50 feet of cleaning area.
(6)   Do not use steel brushes for any cleaning operation except when specifically detailed within this manual. Use a stiff bristle fiber brush.
D.  Cleaning Before Welding
(1)   Surface to be welded must be free from protective coatings, dirt, grease, oil and other contaminants, and as free as practicable from oxide formation. Wire brushes and abrasives may be used to remove protective coatings and oxides, except that the final step in removing oxides from aluminum alloys preferably should consist of chemical treatment immediately prior to welding. Wire brushes, when used for cleaning corrosion-resistant alloy, must have bristles of austenitic, corrosion-resistant steel. No undesirable deposit or residue must remain on surface to be welded after cleaning operation.
E.  Cleaning After Blending or Polishing
(1)   Use suction air to remove metal particles on repaired components.
(2)   Use a clean soft cloth, dampened with petroleum solvent (PWC11-027) or equivalent to remove polishing compound residue and other foreign material particles.
Task 70-00-00-110-801
2.  Cleaning Engine Components (Wipe Method)
A.  Overview of the Job
(1)   This task describes the procedure for cleaning components with an aqueous cleaner when it is possible to trap solvent in the component.
NOTE: The aqueous cleaner is used on all parts (except bearings) to remove light oils, grease, fingerprints, dust, and soot for dimensional/visual inspection, assembly, and test.
B.  Job Set-up Information
(1)   Remove the engine cowlings as necessary. Refer to the AMM.
(2)   Remove the component from the engine and place it on a clean, dry bench.
C.  Equipment and Materials
(1)  Special Tools.
Part Number
Name
Not applicable
Not applicable
(2)  Fixtures and Equipment.
Part Number
Name
Not applicable
Not applicable
(3)  Consumable Materials.
WARNING: READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Part Number
Name
PWC11-069
Cleaner, Aqueous
PWC11-069A
Cleaner, Aqueous
PWC11-069B
Cleaner, Aqueous
PWC11-069C
Cleaner, Aqueous
D.  Procedure
(1)   Spray or wipe the component with the aqueous cleaner (PWC11-069), aqueous cleaner (PWC11-069A), aqueous cleaner (PWC11-069B), aqueous cleaner (PWC11-069C).
NOTE: If necessary, use a soft non-metallic brush or pad to help clean the part.
(2)   Wipe the component dry with a clean cloth.
E.  Job Close-up Information
(1)   Remove all tools, equipment and unnecessary items from the work area.
(2)   If applicable, install the component on the engine.
(3)   Install the engine cowlings as necessary. Refer to the AMM.
Task 70-00-00-110-802
3.  Cleaning Electrical Connectors
A.  Overview of the Job
(1)   This task describes the procedure for component electrical connectors after their removal from the engine.
B.  Equipment and Materials
(1)  Special Tools.
Part Number
Name
Not applicable
Not applicable
(2)  Fixtures and Equipment.
Part Number
Name
Local Purchase
Brush, Soft Bristle
(3)  Consumable Materials.
WARNING: READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Part Number
Name
PWC05-256
Enhancer, Electrical Contact
PWC11-012
Acetone
PWC11-014
Alcohol, Isopropyl
PWC11-036
Cleaner, Contact, Preservative and Conditioner, Aerosol
PWC11-041
Cleaner, Degreaser,
C.  Procedure
WARNING: WEAR GOGGLES OR A FACE SHIELD TO PROTECT YOUR EYES.
(1)   Use a spray or a bristle brush to apply cleaner (PWC11-041) or isopropyl alcohol (PWC11-014) to the electrical contacts.
WARNING: CONTROL THE AIR PRESSURE TO 29 psig (200 kPa) MAXIMUM. WEAR GOGGLES OR A FACE SHIELD TO PROTECT YOUR EYES.
(2)   Dry the connectors with dry, filtered compressed air.
(3)   Use a spray or a brush to apply solvent (PWC11-036) to the electrical contacts.
(4)   Connect and disconnect the plug and socket two or three times to clean the contacts.
(5)   Use a spray or a brush to apply cleaner (PWC11-041) or isopropyl alcohol (PWC11-014) to the electrical contacts.
WARNING: CONTROL THE AIR PRESSURE TO 29 psig (200 kPa) MAXIMUM. WEAR GOGGLES OR A FACE SHIELD TO PROTECT YOUR EYES.
(6)   Dry the connectors with dry, filtered compressed air.
(7)   Hold the connector in a vertical position, apply a small amount of the electrical contact enhancer (PWC05-256) into the contact socket or on the contact pins as follows:
(a)   Use the kit supplied lint-free swab applicator and wet the contact socket surface face and if applicable, contact pins, with the electrical contact enhancer (PWC05-256).
NOTE: If the ambient temperature is too cold for the solution to flow into the sockets, the solution can be diluted. Use as much as four parts isopropyl alcohol (PWC11-014) and one part electrical contact enhancer (PWC05-256).
(b)   To make sure the solution goes into the socket contacts, remove the cotton tip material from the kit-supplied applicator. Carefully insert the plastic tip into the socket to push the solution into the socket.
(c)   If the electrical contact enhancer (PWC05-256) solution was diluted, let the part air dry at room temperature for one hour minimum.
(8)   Put a protective cap of appropriate size on the electrical connector if the connector is not to be installed immediately. Protective caps can be selected from the Illustrated Parts Catalog.
D.  Job Close-up Information
(1)   Remove all tools, equipment and unnecessary items from the work area.
(2)   If applicable, install the component on the engine.
(3)   Install the engine cowlings as necessary. Refer to the AMM.
STANDARD PRACTICES - REPAIR
Task 70-00-00-300-801
1.  Approved Repair
A.  General
(1)   The primary purpose of repair is to enable a component or engine part to be reworked to a condition which will provide safe operation. Approved repair schemes are detailed in the relevant sections of this manual using the various consumables listed in INTRODUCTION.
B.  Welding
(1)   A tungsten inert gas fusion welding process must be used when repairing cracks in engine parts. Argon or helium gas may be used in inert gas welding; however, argon is preferred by Pratt & Whitney Canada because its greater density reduces its rate of diffusion with the atmosphere.
(2)   Inert gas welding is a gas arc welding process which uses inert gas to protect the weld area from the surrounding atmosphere. The heat necessary for welding is provided by a very intense electric arc which is struck between a non-consumable thoriated tungsten (PWC05-147) (tungsten and thorium alloy) electrode and the metal part. On repairs where a filler material is required, a welding rod, of appropriate material, is fed into the weld area and melted with the base metal in the same manner as in conventional gas welding.
C.  Welding Equipment
(1)   The following equipment is required for the inert gas welding process:
(a)   An AC/DC arc welder with high frequency controls.
(b)   A Linde HW-10 torch, or equivalent, with circulating water equipment, and ceramic cups of suitable size.
WARNING: IF AN OXYGEN REGULATOR IS USED WITH ARGON GAS, DO NOT REINSTALL REGULATOR ON AN OXYGEN CYLINDER. ARGON GAS IS NOT FREE FROM OIL AND THE POSSIBILITY EXISTS OF AN EXPLOSION CAUSED BY PRESENCE OF OIL IN THE REGULATOR.
(c)   An argon gas regulator.
(d)   Two flowmeters.
D.  Cleaning Before Welding
(1)   Refer to Task 70-00-00-100-801.
E.  Welding Procedures
(1)   Welding must be carried out only by certified personnel.
(a)   Connect one argon gas flowmeter to torch and connect other flowmeter, if necessary, behind crack as a backup when ready to weld.
(b)   Connect torch to arc welder for straight polarity.
(c)   Insert a 1/16 inch diameter thoriated tungsten electrode onto torch, allowing approximately 5/16 inch of electrode to protrude from ceramic cup. The ceramic cup used must not be smaller than a No. 6 for the HW-10 torch, in order to provide a sufficient amount of inert gas to the weld area where cleanliness of the surface beader is important.
NOTE: A plain tungsten electrode may be used, but a needle point must be maintained on the electrode for more positive starting of arc. Where possible, the electrode must be kept clean of material pickup.
(d)   If it is necessary to protect underside of weld from contamination, possible weld porosity, or poor surface finish, attach argon gas line behind crack to be welded. This may be accomplished by fabrication of small box-like fixtures having edges shaped to fit contours of part to be welded and using a suitable connection to secure gas line. Seal fixture to part in order to conserve gas leakage to minimum.
NOTE: The amount of gas pressure to provide sufficient backup must be determined. This pressure should not allow the gas to stir the weld puddle. Do not use flux when welding in an inert atmosphere.
(e)   When high frequency controls are used, it is not necessary to strike an arc. Hold torch vertically to work so that the shielding gas (argon) forms a protective envelope around the weld. It is preferable to have area to be welded in a horizontal position.
(f)   When high frequency controls are not used, strike arc and hold electrode tip approximately 1/8 to 1/4 inch above surface to be welded until a puddle is formed. Add welding rod, as applicable, and proceed as in conventional gas welding.
NOTE: Test welds, using corresponding material of same thickness and joint design, should be made to determine correct gas pressure and arc welding settings.
(g)   Because a high percentage of steel parts used in the engine are fabricated from 12 percent chromium corrosion-resistant steels, which are characterized by their susceptibility to air hardening, field repair of cracks by fusion welding is a special problem. The high temperature at which fusion weld repairs are made and the subsequent air cooling of the part, or parts, from these temperatures usually results in an increase in material hardness and a loss in ductility. Parts on which fusion weld repairs have been made have a tendency to crack because the steel structure becomes unstable, brittle and highly stressed. The structure of the material can be improved by reheating the parts and controlling the cooling rate.
F.  Cleaning After Welding
(1)   Refer to Task 70-00-00-100-801.
G.  Local Stress Relief
(1)   Components which are not highly stressed may be repaired by fusion welding. If is possible to partially restore the original properties of such welded parts through use of local heat treatment. The localized heat may be applied by neutral flame of an oxyacetylene torch. Extend the stress relief one inch minimum beyond the welded area. After the desired heat has been applied to the part for the correct length of time, reduce temperature of part gradually.
H.  Inspection of Welding
(1)   Refer to STANDARD PRACTICES - INSPECTION.
I.  Blend Repair Procedure
(1)   Blend repair using carborundum stones.
(2)   Polish blended area using crocus cloth (PWC05-061).
CAUTION: DO NOT POLISH WITH POWER TOOLS.
(3)   Blend all repairs and finish smoothly.
(4)   Lines, scratches, or sharp edges which may cause a concentration of stress are not permitted.
J.  Replacement of Helical Coil Inserts
CAUTION: BEFORE USING HELICAL COIL INSERTS, IN ANY PART OF ENGINE, REFER TO APPLICABLE ILLUSTRATED PARTS CATALOG, APPROVED LOCATIONS AND PARTICULAR PART NUMBER OF INSERT.
(1)   Remove unserviceable insert using an approved extraction tool.
(2)   Clean out hole and ensure swarf and other foreign matter is removed.
(3)   Using new helical coil insert, install insert into threaded hole using insert installation tool. Insert outer thread must be between one and one-half threads below surface of hole or counterbore, whichever applies.
(4)   Cut off driving tang at notch using approved tang removal tool and remove tang from holes.
(5)   Inspect repaired hole.
K.  Replacement of Studs
(1)   General
(a)   When necessary, oversize studs are to be installed in place of those which are broken, stretched, loose or have damaged external threads. Whenever a stud which is already oversize requires replacement, install the next oversize stud. Use correct stud drivers to install new studs and torque to appropriate value (Ref. Tables or , as applicable).
CAUTION: BEFORE INSTALLING NEW STUDS, REFER TO APPLICABLE ILLUSTRATED PARTS CATALOG, FOR APPROVED LOCATIONS AND PART NUMBERS.
(b)   When threads of a stud hole are damaged beyond dimensions suitable for fitting a maximum oversize stud, it is usually possible to effect repairs by the installation of a helical coil or key-type insert. Consideration should, however, be given to reduction of thickness of walls or parent metal around insert and the required strength. Specific problems should be referred to P&WC Service Department (Ref. INTRODUCTION).
(2)   Replacement of a Damaged Stud
(a)   Remove damaged stud using an approved method.
(b)   Examine stud hole for condition; on worn stud holes use oversize studs.
(c)   Install stud using an approved stud driver to correct protrusion height; ensure torque limits (Ref. Tables or , as applicable) are not exceeded.
L.  Repair of Damaged Stud Hole
(1)   Ensure damaged hole is suitable for stud replacement.
(2)   Measure core depth of existing hole.
(3)   Select relevant size drill and drill hole to depth measured
(4)   Using relevant special tap, thread hole one thread deeper then insert to be fitted.
(5)   Where applicable, counterbore hole to required angle and depth.
(6)   Clean out hole and ensure freedom from metal chippings and other foreign matter.
(7)   If part being repaired is magnesium, treat tapped hole with chrome pickle touch-up solution as follows:
(a)   Clean area to be treated with crocus cloth (PWC05-061) and/or cloth impregnated with perchloroethylene (PWC11-016).
(b)   On rough surfaces, remove corrosion using wire brush or abrasive paper.
(c)   On finished surfaces, remove corrosion using swab or brush impregnated with hot chromic acid solution (PWC05-197) at 85° to 93°C (180° to 200°F).
(d)   Rinse with clean cold water.
(e)   Rinse with clean hot water
(f)   Dry using clean, dry compressed air.
(g)   Apply chromic acid solution to area to be treated using a clean cloth. Repeat swabbing at frequent intervals to ensure treated area is maintained wet with solution during treatment.
(h)   Thoroughly rinse touched up area by swabbing several times with clean cloth moistened with water.
(i)   Dry using clean, dry compressed air.
(8)   Using appropriate size helical coil insert, install insert into repaired stud hole.
M.  Replacement of Shanknuts
(1)   Equipment Required
(a)   Spreader.
(2)   Procedure (Ref. Fig. )
CAUTION: AVOID DAMAGE TO FLANGE.
(a)   Using a suitable drill, partially remove the flared end of shanknut.
(3)   Remove shanknut using a parallel pin punch at drilled end to shear weakened flare, and retrieve the case.
(4)   Install new shanknut and hold against flange.
(5)   Lightly lubricate tapered portion of shanknut spreader with engine oil (PWC03-001) and screw into shanknut until shank end is flared against flange.
(6)   Remove shanknut spreader and examine flared end of shanknut for correct forming with no evidence of deformation or cracks.
List of Figures
Shanknut Replacement
List of Tables
Standard Stud Torque Limits
Stepped Stud Torque Limits
71
71.00 Power Plant
71.00.00 Power Plant
POWER PLANT - ADJUSTMENT/TEST
1.  General
A.   This section contains information for engine on-wing ground operation. Checks and adjustment/test procedures verify the integrity of installed/replaced items. Precautions are given for safety of personnel and avoidance of engine damage and should be observed (together with appropriate precautions listed in the relevant airframe manufacturer's manual) before and during engine ground running. Detailed information given on engine test data, overtemperature, overspeed, and engine ground run Operating Limits are tabulated. Ground running is subdivided into four main checks
B.   The operating procedures contained in this section are based on Pratt & Whitney Canada supplied items; no attempt has been made to cover airframe supplied items for the many possible variations in installation. Likewise the performance curves are based on the uninstalled engine. Thus, for up-to-date technical accuracy and performance checks, the power plant section of the applicable Airframe Maintenance Manual takes precedence and reference must be made to it.
Task 71-00-00-760-801
2.  Ground Safety Precautions
A.  General
(Ref. Fig. )
(1)   Great care must be taken, when handling or working on turbine powered aircraft, to avoid injury to personnel and damage to property and engine. Areas of extreme danger are the air intake and exhaust jet wake.
B.  Air Intake - Engine Running
(1)   The air intake is capable of generating sufficient suction to pull a person into the intake ducting. The potential danger of this suction cannot be over-emphasized; in an idling engine it may be sufficient to cause ingestion of eyeglasses, small tools, rags and small objects in general.
C.  Exhaust Jet Wake Area - Engine Running
(1)   The exhaust jet wake must be approached with extreme caution as extensive damage can be incurred from the high temperature and high velocity gases. At high engine speeds, the jet wake may propel loose dirt, sizeable stones, sand and debris over a considerable distance. The high temperatures in the wake are sufficient to deteriorate asphalt, and for this reason concrete is recommended for run-up areas.
(2)   Occasionally, when starting a jet engine, an accumulation of fuel in the exhaust tail pipe is blown out as long streams of flame. Personnel should observe proper fire precautions and move all flammable material to a safe distance.
(3)   Exposure to gases in the jet wake should be avoided. Failure to do so may result in respiratory irritations and a burning sensation in the eyes. Particular care should be taken to avoid exposure to gases in confined spaces where the gas concentration may be high.
D.  Cool Down
(1)   After engine operation, work that requires contact with the exhaust tailpipe should not be carried out for at least one-half hour. Heat resistant gloves must be worn, should work in this area be required immediately after shutdown.
E.  Jet Fuel and Lubricating Oil
(1)   All jet fuels and lubricating oils have an injurious effect on the skin. Precautions must be taken to avoid contact as much as possible.
Task 71-00-00-760-802
3.  Test Information
A.  Symbols
(1)   Symbols have been designated for the working variables used in connection with engine testing. The symbols, referenced to various stations within the engine, and their meaning are described as follows:
ΔPsd - Bypass Static minus Inlet Total Pressure
Θ - T observed/T standard
δ - P observed/P standard
ITT - Interturbine Temperature
N1 - LP Compressor Rotor rpm
N2 - HP Compressor Rotor rpm
Pamb - Ambient Engine Inlet Pressure
Poil - Engine Oil Pressure (MOP)
Tamb - Ambient Temperature
Toil - Engine Oil Temperature (MOT)
Wf - Fuel Flow
NOTE: Θand δ are ratios of absolute values.
B.  Instrument Accuracy
(1)   Instrument accuracy may vary with time. If engine performance numbers change, instrument accuracy should be checked based on the applicable section of the AMM.
C.  Engine Operating Limits
(1)   Refer to Task 05-10-00-990-801.
D.  Data Plate Information
(Ref. Fig. )
NOTE: The engine data and engine trim data plate must remain with the engine if the AGB assembly is replaced or sent for repair. Information contained on the data plates is engine specific. The original engine data plates must be installed on the repaired or replacement AGB assembly.
(1)   The engine data plate is located on the AGB. The following information is included on the engine data plate:
Engine Model
Build Spec. No.
Take-Off Dry (Thrust)
DOT Type Certificate
FAA Type Certificate
Date of (Engine) Manufacture
Emissions
(2)   The engine trim data plate is located below the engine data plate on the AGB. Interpret the information as follows:
SCI No: the engine System Component Identification No. is an internal number assigned by P&WC which defines the specific set of vendor accessories applicable to the engine.
Engine Assy No: an internal number assigned to define the set of P&WC parts applicable to the engine.
Trim Balance: these boxes are not used
Trim Data at 59 °F - N1%: LPC (fan) rotor speed in % (normalized to ISA Standard Day) of an uninstalled engine running at reference thrust.
Trim Data at 59 °F - N2%: HP turbine rotor speed in % (normalized to ISA Standard Day) corresponding to untrimmed N1 value of an uninstalled engine running at reference thrust.
FN/ : Reference thrust - net thrust in lb of an uninstalled engine available with the TLA in the takeoff detent (normalized to ISA Standard Day).
Eng. Std: this box is not used.
Trim N1%: Value of N1 rpm in percent applied by the engine EEC to actual measured Takeoff N1 speed signal to compensate for engine-to-engine variation.
Trim ITT °C: Value in deg C applied by the engine EEC to actual calculated engine ITT to compensate for engine-to-engine variation.
E.  Engine Overspeed
(1)  Refer to Task 05-10-00-990-802.
F.  Engine Overtemperature
(1)  Refer to Task 05-10-00-990-803.
G.  Foreign Object Damage
(1)  Refer to Task 05-50-00-210-805.
H.  Approved Fuels
(1)  Refer to Task 72-00-00-800-802.
I.  Approved Oils
(1)  Refer to Task 72-00-00-800-803.
J.  Precipitation
(1)  Performance checks should not be attempted during moderate to heavy precipitation or fog. Water entering the engine inlet changes the power output of the engine, the change being proportional to the amount of water ingested. Any form of moisture in the air causes the engine to ingest water. This includes occasions when water or snow is blown into the air inlet, or sucked in by the compressor. Freezing rain or slush snow has exactly the same effect on power output as water ingestion and, in addition, may cling to inlet ducts and upset the flow of air to the engine.
Task 71-00-00-760-803
4.  Extreme Weather Information
A.  Cold Weather Procedure
CAUTION: CAREFULLY MONITOR FUEL AND OIL PRESSURES DURING STARTING OF AN ENGINE WHICH HAS BEEN EXPOSED TO OVERNIGHT LOW AMBIENT TEMPERATURE. SHUT DOWN ENGINE IMMEDIATELY IF, IN EITHER SYSTEM, THERE IS NO INDICATION OR AN INDICATION WHICH IS OUTSIDE OF NORMAL OPERATING LIMITS. INSPECT FOR ICE IN BOTH SYSTEMS. IF PRESENT, APPLY HOT AIR TO THE INLET AREA USING SUITABLE HEATING EQUIPMENT BEFORE ATTEMPTING ANOTHER START.
(1)   Solubility of water in fuel diminishes with reducing temperatures resulting in water fuel separation, with the water tending to accumulate at the lowest level of tank, system of affected component. Further temperature reduction or continued cold soaking of the engine causes formation of ice particles which may partially block the fuel system filters, thus reducing fuel flow. In extreme conditions total blockage of the strainer(s) may occur, indicated by a marked reduction or complete loss of fuel flow to the engine. The application of heat to engine and fuel system components will prevent or remedy such instances.
(2)   Similar conditions of ice formation can exist in the engine lubrication system due to condensation in the tank or engine case area. Shutting down a hot engine in low ambient temperature conditions, followed by a cold soak in the open, will certainly increase the probability of ice formation in both fuel and lubrication systems.
B.  Hot Weather Procedures
(1)   No special precautions or procedures are required for engine starting during hot weather.
Task 71-00-00-760-804
5.  Checks Required Following Major Component Repair/Replacement or Engine Installation
A.  General
(1)   Table 501 lists ground checks to be completed following replacement or repair of major components, HSI or engine replacement.
Check No. 1: Engine Prestart Check
Check No. 2: Engine Start
Check No. 3: Engine Shutdown
Check No. 4: Engine Calibration
Check No. 5: Power Assurance
Main Oil Pressure (MOP) Check
Engine Fan Trim Balancing
Task 71-00-00-760-805
6.  Emergency - Internal Engine Fire
A.  Procedure
WARNING: IF THERE IS ANY INDICATION OF AN INTERNAL ENGINE FIRE, PROCEED AS FOLLOWS:
(1)   In the event of an internal engine fire, as indicated by the nacelle fire warning system, refer to procedures in the Aircraft Flight Manual.
Task 71-00-00-760-806
7.  Emergency - External Engine Fire
A.  Procedure
WARNING: IF THERE IS ANY INDICATION OF AN EXTERNAL ENGINE FIRE, PROCEED AS FOLLOWS:
(1)   In the event of an external engine fire, as indicated by the nacelle fire warning system, refer to procedures in the Aircraft Flight Manual.
Task 71-00-00-760-807
8.  Dry Motoring Run
A.  Procedure
NOTE: The following procedure is used to clear the engine at any time during ground operation if it is necessary to purge the engine of internally trapped fuel and vapors, such as prior to checking for igniter function. Air passing through the engine will remove fuel or vapor from the combustion section area, turbines and engine exhaust nozzle.
(1)   Electrical Power - ON
(2)   Thrust Lever Angle - IDLE.
(3)   Ignition Switch - OFF.
(4)   Fuel Pump - AUTO or ON (To provide lubrication for engine driven fuel pumping elements).
(5)   Engine Starter Switch - START then RUN.
(6)   The FADEC will automatically stop the dry motoring cycle after 30 seconds. Observe starter limits (Refer to the Aircraft Flight Manual).
(7)   Engine Starter Switch - STOP.
(8)   Electrical Power - OFF.
(9)   Allow required cooling period for the starter before any further starting operation is attempted (Refer to the Aircraft Flight Manual).
Task 71-00-00-760-808
9.  Wet Motoring Run
A.  Procedure
CAUTION: THE FADEC WILL DETECT AN IGNITION OUTPUT FAULT (NO DISPATCHABLE FAULT) IF THE IGNITION CIRCUIT BREAKERS HAVE BEEN PULLED.
NOTE: 
1.   A Wet Motoring Run is used to prime the engine fuel system.
2.   A Wet Motoring Run should be followed by two Dry Motoring Runs.
3.   It is recommended that a Wet Motoring Run be done before starting the engine if maintenance work has been done on the engine fuel system since the previous start, followed by two Dry Motoring Runs.
(1)   Electrical Power - ON.
(2)   Thrust Lever Angle - IDLE.
(3)   Engine Starter Switch - STOP.
(4)   Open ignition circuit breakers.
(5)   Ignition Switch - AUTO.
(6)   Fuel Pump - AUTO or ON.
(7)   Engine Starter Switch - START then RUN.
(8)   Monitor N2, fuel flow, fuel pressure and oil pressure during wet motoring.
(9)   Since the EEC cannot distinguish between a wet motoring cycle and a normal start, an abort start indication will occur if the wet motoring cycle lasts more than 15 seconds. This is normal operation. Observe the starter limits (Refer to the Aircraft Flight Manual).
(10)   Engine Starter Switch - STOP.
(11)   Electrical Power - OFF.
(12)   Allow the required cooling period for the starter before any further starting operation is attempted (Refer to the Aircraft Flight Manual).
(13)   Do two Dry Motoring Runs.
Task 71-00-00-760-809
10.  Check No.1 - Prestart
A.  Procedure
(1)   Electrical Power - ON.
(2)   Thrust Lever Angle - IDLE.
(3)   FADEC Fault Indication - CHECK
(4)   Fuel Pump - AUTO or ON.
(5)   Fuel Inlet Pressure Indicators - Check normal operating limits (Refer to the AMM).
(6)   Unnecessary accessory loads - OFF.
(7)   Engine Bleed Air - OFF.
(8)   Do the engine start procedure (Ref. Task 71-00-00-760-810).
Task 71-00-00-760-810
11.  Check No. 2 - Engine Start
A.  Procedure
(1)   Do the Prestart Checks (Ref. Task 71-00-00-760-809).
(2)   Ignition - AUTO or ON.
(3)   Thrust Lever Angle - IDLE.
(4)   Engine Starter Switch - STOP to START then RUN.
(5)   Monitor ITT and observe that the engine accelerates normally to Ground Idle (54% N2).
(6)   Engine Oil Pressure Indicator - check normal operating limits (Ref. Task 05-10-00-990-801).
CAUTION: THE ENGINE MUST ACHIEVE STABILIZED GROUND IDLE WITHIN 45 SECONDS OF "FUEL ON" (8% N2) OR THE FADEC WILL CAUSE AN AUTOMATIC START ABORT ON THE GROUND. THE HP ROTOR SHOULD BE ALLOWED TO STOP BEFORE ATTEMPTING ANOTHER START. OBSERVE THE STARTER LIMITS (REFER TO THE AIRCRAFT FLIGHT MANUAL).
CAUTION: IF N2 REACHES 40% OR HIGHER WITH NO INDICATION OF N1 ROTATION, ABORT THE START.
(7)   In the event of an Auto Start Abort, proceed as follows:
(a)   Thrust Lever Angle - IDLE.
(b)   Engine Starter Switch - STOP.
(c)   Recommence Start sequence.
CAUTION: THE ENGINE MAY BE ACCELERATED ONCE A STABLE GROUND IDLE HAS BEEN ACHIEVED, BUT IF THE ENGINE HAS BEEN OPERATED ABOVE GROUND IDLE DURING THE PRIOR 30 MINUTES, REMAIN AT GROUND IDLE FOR AT LEAST 2 MINUTES AFTER ROUTINE ENGINE STARTS, TO REDUCE THE POTENTIAL OF TURBINE BLADE RUB.
(d)   In the event of three consecutive failures of the engine to light-up (Ref. Task 72-00-01-810-802).
Task 71-00-00-760-811
12.  Check No. 3 - Engine Shutdown
A.  Procedure
(1)   To protect the fuel pump, the engine fuel system should be shut off before or at the same time as the aircraft fuel supply (Refer to the AMM).
(2)   Thrust Lever Angle - IDLE.
CAUTION: TO REDUCE THE POTENTIAL OF TURBINE BLADE RUB, MAINTAIN IDLE FOR AT LEAST TWO MINUTES PRIOR TO ROUTINE SHUTDOWN.
(3)   Engine START/STOP switch - STOP.
(4)   Electrical Power - OFF.
Task 71-00-00-760-812
13.  Check No. 4 - Engine Calibration (Five Point Calibration)
A.  Overview of the Job
(1)   This task gives the procedure for doing an engine calibration ground run.
(2)   Upon initial installation of a new, spare or overhauled engine, a ground calibration run (Task 71-00-00-760-812) must be done to establish the relationships between N1, N2 and ITT on the installed engine.
(3)   A ground calibration run must be completed and compared to the reference charts after hot section inspection (HSI), LP compressor rotor (fan) replacement or fan repair.
(4)   The curves obtained from the calibration run shall be regarded as reference charts which must be used to assess the engine's performance at subsequent ground checks.
NOTE: It is necessary to do an accurate calibration check to make sure that future engine ground checks provide meaningful data.
(5)   Data on engine operating performance is to be read from the aircraft cockpit instruments.
B.  Job Set-up Information
CAUTION: DO NOT PERFORM THE ENGINE CALIBRATION RUN IN HIGH WIND OR MODERATE TO HEAVY RAIN, SNOW OR FOG CONDITIONS.
NOTE: Engine performance is greatly affected by local atmospheric conditions.
(1)   Prepare to do an engine ground calibration run for new, spare or overhauled engines to obtain calibration curves as follows:
(a)   Make a copy of the Engine Calibration Run Data Sheet to use during the calibration ground run (Ref. Fig. ).
(b)   Make a copy of each of the two Engine Calibration and Performance Check Curve Charts to use during the calibration ground run (Ref. Fig. and Fig. ).
(c)   Make sure the instrumentation is functioning correctly and has been accurately calibrated per the applicable AMM, if necessary.
(d)   Obtain the trim data values for N1 (%) and ITT (°C) stamped on the engine trim data plate found on the AGB (Ref. Task 71-00-00-760-802) and record them on the Engine Calibration Run Data Sheet (Ref. Fig. ).
(e)   Position the aircraft into the wind and away from the influence of buildings or other obstacles and ensure the wind speed is less than 25 knots with N1 fluctuation remaining below ±0.5%.
(f)   Obtain the local ambient air temperature (tamb) in °C from the airport tower.
(g)   Obtain the local pressure altitude in feet from the aircraft cockpit instruments or the airport tower.
(h)   Record the local tamb and pressure altitude values on the Engine Calibration Run Data Sheet (Ref. Fig. ).
(i)   Refer to Fig. , Power Assurance Test Chart - N1 vs Ambient Temperature, to obtain the target N1% at TO (with ECS bleeds off) power for the OAT and pressure altitude recorded. Record the target N1 value on the Engine Calibration Run Data Sheet (Ref. Fig. Fig. ).
(2)   Do the engine Prestart procedure (Ref. Task 71-00-00-760-809).
C.  Equipment and Materials
(1)  Special Tools:
Part Number
Name
Not applicable
Not applicable
(2)  Fixtures and Equipment:
Part Number
Name
Not applicable
Not applicable
(3)  Consumable Materials:
Part Number
Name
Not applicable
Not applicable
D.  Procedure
(1)   Do the engine start procedure (Ref. Task 71-00-00-760-810).
(2)   Check for engine fault / maintenance messages or indications on the aircraft maintenance display (Refer to the AMM). Record fault codes on a copy of EEC Fault Code Data Sheet, Fig. ). To review the Fault Codes, refer to Task 72-00-02-810-801.
(3)   Make sure all accessory loads are OFF.
(4)   Make sure Cabin Bleed and Anti-icing Bleeds are selected OFF.
(5)   Obtain the following operating parameters from the cockpit instruments and record the values on the Engine Calibration Run Data Sheet (Ref. Fig. ):
NOTE: Record fuel flow from cockpit instrumentation.
1.   N1
2.   N2
3.   ITT
4.   Fuel Flow
5.   Oil Pressure
6.   Oil Temperature
CAUTION: DO NOT EXCEED MAXIMUM VALUES OF N2 AND ITT. IF EITHER MAXIMUM VALUE IS EXCEEDED (REF. Task 72-00-01-810-814), FOR CORRECTIVE ACTION. FOLLOWING RECTIFICATION, REPEAT THE CALIBRATION CHECK.
(6)   Re-adjust the throttle, and record the six operating parameter values listed above on the Engine Calibration Run Data Sheet at each of the six following power settings:
NOTE: 
1.   Allow the engine to stabilize for a minimum of three minutes at the Normal Takeoff power setting. Check that the engine N1 value is within ±0.5% of the previously recorded target N1 value. Allow the engine to stabilize for a minimum of three minutes for each remaining power setting.
2.   When moving to the required power setting, move the thrust lever in one direction only. Reduced scatter is preferable for even spacing of calibration points on the plot.
3.   The first Normal Take-off point is to make sure that the target is correct.
4.   The data points can be taken in either direction, however it is recommended to perform the points from low to high power to allow the engine to stabilize.
(a)   Normal Take-off (TO)
NOTE: Normal Take-off is TO/GA.
(b)   Ground Idle
(c)   Normal TO-8%
(d)   Normal TO-6%
(e)   Normal TO-4%,
(f)   Normal TO-2%
(g)   Normal TO
(7)   Do the engine shutdown procedure after the ground calibration run has been completed (Ref. Task 71-00-00-760-811).
(8)   Convert observed N1, N2 and ITT data to corrected data as follows (Ref. Table):
NOTE: The values in Table are conversion factors created for convenient computation of corrected ITT.
N1 corrected =
N1 observed
  
√θ
  
N2 corrected =
N2 observed
  
√θ
  
ITT (°C) corrected =
ITT observed
  
θ
  
+ D
(a)   Example:
Ambient Temperature = 21°C
N1 observed = 90.0%
N2 observed = 97.7%
ITT (°C) observed = 760°C
θ = 1.0208
D = - 5.57
√θ = 1.0104
(b)   Sample calculation:
N1 corrected =
90.0%
  
1.0104
  
= 89.1%
N2 corrected =
97.7%
  
1.0104
  
= 96.7%
ITT (°C) corrected =
760°C
  
1.0208
  
- 5.57 = 739°C
(9)   Record the corrected N1, N2 and ITT values on the Engine Calibration Run Data Sheet (Ref. Fig. ).
(10)   Plot the corrected data as follows using the values recorded on the Engine Calibration Run Data Sheet (Ref. Fig. ):
(a)   Refer to the copies of the Engine Calibration and Performance Check Curve charts (Ref. Fig. and Fig. ).
(b)   Plot the corrected N1 vs corrected N2 values on the MAXIMUM CORRECTED N2 CHART, (Ref. Fig. ).
(c)   Plot the corrected N1 vs corrected ITT values on the MAXIMUM CORRECTED ITT chart (Ref.Fig. ).
NOTE: If it is not possible to plot the final N1 conditions on the plot axes provided due to high or low ambient temperatures, use the remaining usable conditions only.
(11)   If excessive scatter is apparent after the data has been plotted, check conversion calculations. If no errors, repeat the ground run at the applicable engine power setting(s).
(12)   Performance points plotted on Figure and Figure are for comparison purposes with data from the same engine taken at different flight hour times. Review of the data over a period of time can allow determination of deterioration or unresolved issues with the installation. Contact the P&WC Customer Support Help Desk for further assistance (Ref. INTRODUCTION).
E.  Job Close-up Information
(1)   Keep the completed Engine Calibration Run Data Sheet and the plotted Engine Calibration and Performance Check Curves with the engine logbook for future reference.
(2)   Do the Power Assurance Check, if required (Ref. Task 71-00-00-760-813).
Task 71-00-00-760-813
14.  Check No. 5 - Power Assurance Test
A.  Overview of the Job
(1)   This task gives the procedure for doing the engine Power Assurance Check.
(2)   A performance check is to be done after completion of work on gas path components as required by Major Component Repair/Replacement (Ref. Task 71-00-00-760-804), or the engine performance deterioration fault isolation procedure. Record the required, observed and calculated parameters on the Power Assurance Test Data Sheet, (Ref. Fig. ).
NOTE: The power assurance test will determine if an engine will develop take-off power within N2 and ITT limits up to the maximum Tamb and altitude for which the engine is certified. Operators should use this information to schedule engine maintenance activity.
NOTE: To make sure the engine can supply the necessary power, margins must not have negative values.
B.  Job Set-up Information
CAUTION: DO NOT PERFORM THE POWER ASSURANCE TEST IN HIGH WIND OR MODERATE TO HEAVY RAIN, SNOW OR FOG CONDITIONS.
NOTE: Engine performance is greatly affected by local atmospheric conditions.
(1)   Make a copy of the Power Assurance Test Data Sheet, Figure to use during the ground run.
(2)   Make sure the instrumentation is functioning correctly and has been accurately calibrated per the applicable AMM.
(3)   Position the aircraft into the wind and away from the influence of buildings or other obstacles and ensure the wind speed is less than 25 knots with N1 fluctuation remaining below ±0.5%.
(4)   Do the engine prestart procedure (Task 71-00-00-760-809).
(5)   Obtain the local ambient temperature (Tamb) in °C from the airport tower.
(6)   Obtain the local pressure altitude in feet from the aircraft cockpit instruments (Refer to the AMM) or from the airport tower.
(7)   Record the local tamb and pressure altitude values on the Power Assurance Test Data Sheet, Figure .
(8)   Record the ITT trim and N1 trim values stamped on the engine trim data plate (Ref. Task 71-00-00-760-802) onto the Power Assurance Test Data Sheet, Figure .
(9)   Refer to Task 71-00-00-760-812 Check No. 4 - Engine Calibration (Five Point Calibration) Figure, Power Assurance Test Chart - N1 vs Ambient Temperature to obtain the target N1% at TO power with all bleeds off for the tamb and pressure altitude recorded during the Power Assurance Check. Record the target N1 value on the Power Assurance Test Data Sheet, Figure .
C.  Equipment and Materials
(1)  Special Tools:
Part Number
Name
Not applicable
Not applicable
(2)  Fixtures and Equipment:
Part Number
Name
Not applicable
Not applicable
(3)  Consumable Materials:
Part Number
Name
Not applicable
Not applicable
D.  Procedure
(1)   Do the engine start procedure (Ref. Task 71-00-00-760-810).
NOTE: Do not open any of the bleeds.
(2)   Check for EEC fault indications (Refer to the AMM). Record fault codes on a copy of EEC Fault Code Data Sheet, Figure ). To review the EEC Fault Codes (Ref. Task 72-00-02-810-801).
(3)   Make sure all accessory loads are OFF.
CAUTION: DO NOT EXCEED MAXIMUM VALUES OF N2 AND ITT. IF EITHER MAXIMUM VALUE IS EXCEEDED, (REF. Task 72-00-01-810-801) FOR CORRECTIVE ACTION. FOLLOWING RECTIFICATION, REPEAT THE POWER ASSURANCE CHECK.
(4)   Advance the thrust lever to the TO detent. Allow the engine rpm to stabilize for a recommended minimum of three minutes. Check that the engine N1 value is within ±0.5% of previously recorded target N1 value.
(5)   Record the following operating parameter values:
1.   N1
2.   N2
3.   ITT
4.   Tamb
5.   PA
NOTE: The Tamb and Pamb values recorded during the Job Setup may have changed.
(a)   Plot the recorded ITT value on the Power Assurance Test Chart - ITT vs Ambient Temperature (Ref. Fig. ) at the recorded Tamb and PA values.
(b)   Plot the recorded N2 value on the Power Assurance Test Chart - N2 vs Ambient Temperature (Ref. Fig. ) at the recorded Tamb and PA values.
(c)   Check and record the ITT and N2 margins, i.e. the difference between the maximum N2 and ITT for the values at the recorded Tamb, PA , N2 and ITT values.
NOTE: Interpolation might be required to determine maximum N2 and ITT if the airport altitude is between the lines on the power assurance charts.
(6)   If desired, do the engine shutdown procedure (Ref. Task 71-00-00-760-811).
(7)   If the recorded N2 and/or ITT values are close to or at the limits Engine Performance Deterioration (Ref. Task 72-00-01-810-801).
E.  Sample Power Assurance Test Calculations
(1)   Determine target N1:
(a)   Enter Power Assurance Test Chart - N1 vs Ambient Temperature (Ref. Fig. ) at Tamb of 21°C, and PA of 500 ft.
(b)   Target N1 is 91.8%.
(2)   Sample engine recorded parameters at T/O power with all bleeds OFF:
(a)   At Tamb 21°C and PA 500 ft.
(b)   N1 is 91.5% which is within 0.5% of target N1 (91.8%).
(c)   Recorded ITT is 775°C.
(d)   Recorded N2 is 98.2%.
(3)   Calculate the difference (Δ) between maximum N2 and ITT, and recorded N2 and ITT:
(a)   Enter Power Assurance Test Chart - N2 vs Ambient Temperature (Ref. Fig. ) at Tamb 21°C and PA 500 ft.
(b)   Max. N2 is 99.2%.
(c)   The difference (ΔN2) is maximum N2 minus recorded N2
99.2% - 98.2% = 1%
NOTE: The 1% value is the available N2 margin to the engine limit.
(d)   Enter Power Assurance Test Chart - ITT vs Ambient Temperature (Ref. Fig. ) at Tamb 21°C and PA 500 ft.
(e)   Max. ITT is 787°C.
(f)   The difference (ΔITT) = (maximum ITT) - (recorded ITT)
787°C - 775°C = 12°C.
NOTE: The 12°C value is the available ITT margin to the engine limit.
F.  Job Close-up Information
(1)   Keep the completed Engine Calibration Run Data Sheet and the plotted Engine Calibration and Performance Check Curves with the engine logbook for future reference.
Task 71-00-00-760-814
15.  Engine Main Oil Pressure (MOP) Check
(Ref. Fig. )
A.  Overview of the Job
(1)   This task gives the procedure for checking the engine main oil pressure (MOP).
B.  Job Set-up Information
(1)   Not applicable.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
Not applicable.
Not applicable.
(2)  Fixtures and Equipment
Part Number
Name
Not applicable.
Not applicable.
(3)  Consumable Materials
Part Number
Name
Not applicable.
Not applicable.
D.  Procedure
(1)   Do the prestart checks (Ref. Task 71-00-00-760-809).
(2)   Start the engine (Ref. Task 71-00-00-760-810).
(3)   Position the aircraft into the wind.
(4)   Operate the engine at GROUND IDLE speed for two minutes minimum and allow engine oil temperature to stabilize.
(5)   Advance the power lever to achieve target TAKEOFF power. Record MOP and MOT when stabilized. Do not exceed three minutes at TAKEOFF power.
(6)   Move the power lever to achieve GROUND IDLE speed and allow the engine to stabilize for two minutes.
(7)   Shut the engine down (Ref. Task 71-00-00-760-811).
(8)   The recorded MOP value must be within the limits shown on Figure :
(a)   If recorded MOP is within Figure limits, no further action is required.
(b)   If recorded MOP is not within Figure limits, the cold start valve can be adjusted per engine main oil pressure (MOP) adjustment (Ref. Task 71-00-00-760-815.
Task 71-00-00-760-815
16.  Engine Main Oil Pressure (MOP) Adjustment
(Ref. Fig. )
A.  Overview of the Job
(1)   This task gives the procedure for adjusting the engine main oil pressure.
B.  Job Set-up Information
(1)   Remove the engine cowlings as necessary. Refer to the AMM.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
Not applicable.
Not applicable.
(2)  Fixtures and Equipment
Part Number
Name
Not applicable.
Not applicable.
(3)  Consumable Materials
Part Number
Name
Not applicable.
Not applicable.
D.  Procedure
CAUTION: DO NOT ADJUST OIL PRESSURE TO COMPENSATE FOR UNRESOLVED OIL SYSTEM PROBLEMS (REF. Task 72-00-01-810-801). THIS COULD CAUSE MOP TO BE OUT OF SPECIFIED LIMITS AND CAUSE DAMAGE TO OIL SYSTEM COMPONENTS.
(1)   Loosen the two bolts (1) so that the flange (3) can be lifted off the cover (4).
NOTE: It is not necessary to remove the flange (3) to do the MOP adjustment.
(2)   Turn the hexagonal nut on the cover (4) clockwise CW to increase the engine oil pressure or counter-clockwise CCW to decrease the engine oil pressure.
NOTE: The cover (4) has 24 tangs (2), partially visible through the slots in the flange (3). A rotation of one tang changes the engine oil pressure by approximately 3.6 psi.
(3)   If a new cold start valve was installed, make sure that the nominal setting procedure was done (Ref. Task 79-20-05-400-801.
(4)   Engage the slots in the flange (3) with the tangs (2) of the cover (4) at the desired MOP setting.
(5)   Torque the two bolts (1) to 36 to 40 lb.in. to secure the flange to the oil pump.
(6)   Do the Engine MOP Check to confirm that MOP is within the limits shown on Figure (Ref. Task 71-00-00-760-814).
Task 71-00-00-760-816
17.  Engine N1 and ITT Trim Adjustment
A.  Overview of the Job
(1)   This task is used to adjust engine N1 and ITT trims, utilization information and engine serial number.
CAUTION: REPLACING BOTH THE EEC AND THE DCU AT THE SAME TIME FOR ANY REASON, WILL REQUIRE A SPECIAL INITIALIZATION PROCEDURE TO BE PERFORMED. PRIOR TO PERFORMING THIS TASK, CONTACT P&WC TO PERFORM THE PROCEDURE.
CAUTION: REPLACING THE EEC OR THE DCU WILL RESULT IN AN AUTOMATIC SYNCHRONIZATION OF ENGINE TRIMS. EXCHANGING A DCU FROM ONE ENGINE TO ANOTHER WILL CAUSE THE INCORRECT TRIMS TO BE LOADED ON THE ENGINE. IF THIS OCCURS, INITIALIZE AS DESCRIBED IN THIS TASK.
(2)   This procedure may be used:
(a)   If the DCU is replaced with a new DCU.
(b)   After a shop visit (new, unscheduled or overhaul) to update the usage information.
(c)   When the engine is installed on the aircraft.
NOTE: 
1.   When an EEC is replaced, the EEC will automatically update its own trims and operational data from the DCU.
2.   When the DCU is replaced with a new unit, the EEC will automatically initialize the DCU.
(3)   If replacing both the EEC and the DCU at the same time, a special procedure is required prior to performing this procedure. Contact P&WC to perform the procedure.
(4)   There are two methods available to complete this procedure:
(a)   Method 1, using a DCU Cable with External Power (PWC40549). This method may be used when the DCU is on a bench, or the if the engine is on a build stand. The power supply for the DCU is built into the DCU Cable with External Power (PWC40549).
(b)   Method 2, using DPHM Kit (3074497). This method may be used when the DCU is installed on an engine, and the engine is installed on an aircraft. The power supply for the DCU comes from the aircraft via the FADEC and engine harness when using the DPHM Kit (3074497).
B.  Job Set-up Information
(1)   Install a new DCU. Refer to Task 77-40-01-400-801.
(2)   Make sure the aircraft system and engine EEC are powered and communicating. Refer to the AMM.
(3)   Make sure the aircraft has ON GROUND status.
(4)   Make sure the engine has been shut down and is not operating.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
PWC40549
DCU Cable with External Power
PWC67792
  
PWC90012
Pliers
PWC67792
  
PWC90012
Pliers
(2)  Fixtures and Equipment
Part Number
Name
3074497
PW617F-E, Diagnostic, Prognostics and Health Management (DPHM) Kit
(3)  Consumable Materials
Part Number
Name
Not applicable
Not applicable
D.  DCU Initialization
CAUTION: MAKE SURE THAT BOTH ENGINES HAVE BEEN SHUT DOWN AND ARE NOT OPERATING.
(1)   METHOD 1 (Using cable (PWC40549):
(a)   Remove the DCU from the engine. Refer to Task 77-40-01-000-801.
(b)   Connect cable (PWC40549) to the DCU, to a commercial AC wall outlet and to a laptop.
(c)   Launch GBSLite (P/N 3070181), from the Windows desktop.
(d)   Select engine model PW617.
(e)   Under the option of DCU CONNECTION, select TRIM/UPLOAD.
(f)   Enter the data from the source indicated, into the column marked New Val as shown in Tables and .
(g)   After the values are entered, click the WRITE button to send the data to the DCU. Confirm that the Current Val. column now shows the correct data.
(h)   Disconnect cable (PWC40549) from the DCU, the commercial AC wall outlet and from the laptop.
(i)   Install the DCU on the engine. Refer to Task 77-40-01-400-801.
(j)   Do an Engine Trim Verification Check. Refer to Task 71-00-00-760-817.
(2)   METHOD 2 (Using DPHM Kit (3074497):
(a)   Loosen and remove the engine wiring harness P36 connector from the DCU using the pliers (PWC90012).
(b)   Connect the DPHM Kit (3074497) cable to the DCU, to engine wiring harness P36 connector and to a laptop computer per instructions provided with the kit.
(c)   Energize the EEC. Refer to the AMM.
(d)   Launch GBSLite (P/N 3070181), from the Windows desktop.
(e)   Select engine model PW617.
(f)   Under the option of DCU CONNECTION, select TRIM/UPLOAD.
(g)   Enter the data from the source indicated, into the column marked New Val as shown in Tables and .
(h)   After the values are entered, click the WRITE button to send the data to the DCU. Confirm that the Current Val. column now shows the correct data.
(i)   De-energize the EEC. Refer to the AMM.
(j)   Disconnect the DPHM Kit (3074497) cable from the DCU, from the engine wiring harness P36 connector and from the laptop computer.
(k)   Connect the engine wiring harness P36 connector to the DCU electrical connector. Refer to Task 73-20-02-400-801 or to Task 73-20-02-400-803.
(l)   Do an Engine Trim Verification Check. Refer to Task 71-00-00-760-817.
Task 71-00-00-760-817
18.  Engine Trim Verification Check
A.  Overview of the Job
(1)   This task is to verify the N1 and ITT engine trims after engine replacement, EEC replacement and/or DCU replacement.
(2)   There are two methods available:
(a)   Verify trims using the engine maintenance page on the aircraft primary flight display, (Refer to the AMM). No tools are required.
(b)   Verify trims using PWC ground based software (Ref. Introduction).
B.  Job Set-up Information
(1)   Aircraft must be "ON GROUND" status.
(2)   Aircraft systems and engine EEC should be powered and communicating. Refer to the AMM.
(3)   Engine must be shutdown (not running).
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
Not applicable
Not applicable
(2)  Fixtures and Equipment
Part Number
Name
3074497
PW617F-E, Diagnostic, Prognostics and Health Management (DPHM) Kit
(3)  Consumable Materials
Part Number
Name
Not applicable
Not applicable
D.  Procedure
(1)   METHOD 1: Do the Engine Trim Verification using the aircraft avionics. Refer to the AMM for procedure.
NOTE: Engine trims are available on the Aircraft Avionics ENGINE MAINTENANCE PAGE.
(2)   METHOD 2: Do the Engine Trim Verification using the Ground Based Software (part of DPHM Kit P/N 3074497).
Task 71-00-00-760-818
19.  Engine DCU Data Download
A.  Overview of the Job
(1)   This task describes how to download the engine DCU data which can be used for remote analysis by maintenance personnel, advanced diagnostics or to download ECTM data as a backup to the primary.
(2)   To download the engine DCU data, get access to the engine compartment and connection directly to the DCU.
(3)   If the DCU is unserviceable and cannot be interrogated, then the EEC may be interrogated (Ref Task 71-00-00-760-819).
B.  Job Set-up Information
(1)   Aircraft must be "ON GROUND" status.
(2)   Aircraft systems and engine EEC should be powered and communicating. Refer to the AMM.
(3)   Engine must be shutdown (not running).
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
PWC40549
DCU Cable with External Power
PWC40712
DCU Adapter Cable.
PWC62174
Extension Cable.
PWC67792
DCU T-Harness Cable
PWC69810
Download Cable Adapter.
PWC73009
RS422-USB Dual Channel Adapter.
(2)  Fixtures and Equipment
Part Number
Name
3074497
PW617F-E, Diagnostic, Prognostic, and Health Management (DPHM) Kit
(3)  Consumable Materials
Part Number
Name
Not applicable
Not applicable
D.  P&WC GBSLite Program Initial Setup
NOTE: Do this task if setting up the Ground Based Software (GBSLite) for the first time or if setting up on a new laptop computer.
NOTE: It is recommended, but not mandatory, to have a dedicated laptop for the engine maintenance.
(1)   Administration rights are required for the installation.
(2)   For Post-SB66034R1, DPHM 2.0.4 (GBSLite version 4.02) or higher is required.
(3)   Install DPHM Suite, as follows:
(a)   Put the CD in the laptop. If the DPHM Suite Installer screen opens, continue to step (d). If the screen does not automatically open to install the software, continue to step (b).
(b)   Double-click on the CD drive in My Computer. If the DPHM Suite Installer screen opens, continue to step (d). If the screen does not automatically open to install the software, continue to step (c).
(c)   Double-click on DPHMInstaller.exe from the CD contents. Continue to step (d).
(d)   Make sure that the components that are required to be installed are selected.
(e)   Select the “Install” button.
(f)   Follow the on-screen instructions.
(4)   If the DPHM kit includes adapter (PWC73009), install the drivers. Refer to the GBSLite help manual. The help manual is available by opening GBSLite and selecting the “Help” button. The instructions for installation are in section “USB-Serial Port Adapter Setup Instructions”.
NOTE: The USB connector must always be plugged to the same USB port on the laptop where it was originally installed. It is advisable to label the USB port on the laptop.
(5)   It is recommended, but not mandatory, that the computer’s anti-virus and wireless network adapter be disabled when using GBS software.
E.  Engine DCU Download via Aircraft GSE Connector (Pre-SB66034 Only)
(1)   Connect download cable adapter (PWC69810) to the maintenance connector.
(2)   Connect extension cable (PWC62174) to download cable adapter (PWC69810).
(3)   Connect RS422-USB dual channel adapter (PWC73009) to extension cable (PWC62174). Connect the connector (PWC73009) labeled "RS422 TO USB CHAN A" into the Uport 1250. Leave the connector labeled “RS422 TO USB CHAN B" disconnected.
(4)   Connect RS422-USB dual channel adapter (PWC73009) to USB end of the cable to laptop.
NOTE: USB drivers provided with USB adapter must be previously installed. The USB connector must be plugged to the same USB port on the laptop where it was originally installed. It is advisable to label the USB port on the laptop.
(5)   Launch GBSLite (P/N 3070181) from the Windows desktop.
(6)   Select engine model PW617F.
(7)   Perform Engine Real Time Display task (Ref. Task 71-00-00-760-820) and confirm LOOP is equal to 26.
(8)   If LOOP is not equal to 26, return to the GBSLite menu, connect the connector labeled "RS422 TO USB CHAN B" into the Uport 1250 and disconnect the connector labeled “RS422 TO USB CHAN A". Perform Engine Real Time Display task (Ref. Task 71-00-00-760-820) and confirm LOOP is equal to 26.
(9)   Under the option of GSE CONNECTION, select DOWNLOAD.
NOTE: The help symbol “?” within the GBSLite software may be selected at any time for a more detailed instruction on the procedure.
NOTE: The download process may take up to 30 minutes. It is normal for the block numbers to appear to stop during the download process.
(10)   Click “OK” to establish communication.
(11)   To trigger the download process; move TLA to the TO/GA and switch cockpit ignition switch from AUTO to OFF for more than 2 seconds.
(12)   If the download does not work, perform the Verify GSE Download Conditions in the Engine Real Time Display task (Ref. Task 71-00-00-760-820).
NOTE: The help symbol "?" within the GBSLite software may be selected at any time for a more detailed instruction on the procedure.
NOTE: The download process may take up to 30 minutes. It is normal for the block numbers to appear to stop during the download process.
(13)   Once all blocks have been downloaded, another window will open and prompt you to save the recording to a file on your laptop computer. Make sure that the correct engine serial number, engine position and aircraft serial number are entered. The DCU data contains data from both EEC channels; therefore, it only has to be downloaded once per engine.
NOTE: Special attention should be given to the location and filename of where the data is saved.
F.  Engine DCU Direct Download
(1)   METHOD 1: Connection directly to the Engine DCU using Cable with External Power (PWC40549).
(a)   Remove the DCU from the engine.
(b)   Connect cable (PWC40549) to the DCU, to a commercial AC wall outlet and to a laptop via a serial port.
(c)   Launch GBSLite (P/N 3070181) from the Windows desktop.
(d)   Select engine model PW617.
(e)   Under the option of DCU CONNECTION, select DOWNLOAD DCU.
NOTE: 
1.   The help symbol "?" within the GBSLite software may be selected at any time for a more detailed instruction on the procedure.
2.   The download process may take up to 30 minutes. It is normal for the block numbers to appear to stop during the download process.
(f)   Once all blocks have been downloaded, another window will open and prompt you to save the recording to a file on your laptop computer. Ensure that the correct engine serial number, engine position and aircraft serial number are entered. The DCU data contains data from both EEC channels; therefore, it only has to be downloaded once per engine.
NOTE: Special attention should be given to the location and filename of where the data is saved.
(2)   METHOD 2: Connection directly to the Engine DCU cable with Aircraft Power DPHM Kit P/N 3074497 (Ref Fig. 513).
(a)   Remove P36 connector using pliers (PWC90021).
(b)   Using DPHM Kit P/N 3074497 Ref. (Fig. ):
1   Connect DCU adapter cable (PWC40712) to the DCU.
2   Connect P36 to DCU adapter cable (PWC40712).
3   Connect DCU adapter cable (PWC40712) to extension cable (PWC62174).
4   Connect RS422-USB dual channel adapter (PWC73009) extension cable (PWC62174).
5   Connect the USB end of the RS422-USB dual channel adapter (PWC73009) to a laptop.
NOTE: USB drivers provided with USB adapter must be previously installed. The USB connector must be plugged to the same USB port on the laptop where it was originally installed. It is advisable to label the USB port on the laptop.
(c)   Energize the EEC. Refer to the AMM.
(d)   Start GBSLite from the main menu.
(e)   Under the option of DCU CONNECTION, select DOWNLOAD DCU.
NOTE: 
1.   The help symbol "?" within the GBSLite software may be selected at any time for a more detailed instruction on the procedure.
2.   The download process may take up to 30 minutes. It is normal for the block numbers to appear to stop during the download process.
(f)   Once all blocks have been downloaded, another window will open and prompt you to save the recording to a file on your laptop computer. Ensure that the correct engine serial number, engine position and aircraft serial number are entered. The DCU data contains data from both EEC channels; therefore, it only has to be downloaded once per engine.
NOTE: Special attention should be given to the location and filename of where the data is saved.
(3)   METHOD 3: Connection directly to the Engine DCU cable with DCU T-harness Cable (PWC67792).
(a)   Remove P36 connector using pliers (PWC90021).
(b)   Using DCU T-Harness Cable, connect cable (PWC67792) to the DCU at P36 and to a laptop via the serial port.
(c)   Energize the EEC. Refer to the AMM.
(d)   Start GBSLite from the main menu.
(e)   Under the option of DCU CONNECTION, select DOWNLOAD DCU.
NOTE: 
1.   The help symbol "?" within the GBSLite software may be selected at any time for a more detailed instruction on the procedure.
2.   The download process may take up to 30 minutes.
(f)   Once all blocks have been downloaded, another window will open and prompt you to save the recording to a file on your laptop computer. Ensure that the correct engine serial number, engine position and aircraft serial number are entered. The DCU data contains data from both EEC channels; therefore, it only has to be downloaded once per engine.
NOTE: Special attention should be given to the location and filename of where the data is saved.
Task 71-00-00-760-819
20.  Engine EEC Data Download (EEPROM Data)
A.  Overview of the Job
(1)   This task describes how to download the engine DCU data which can be used for remote analysis by maintenance personnel, advanced diagnostics or to download ECTM data as a backup to the primary.
(2)   This task should only be used if the engine DCU data is not accessible because of an unserviceable DCU.
(3)   To obtain the complete EEC Data Download, it is necessary to download both EEC channel A and EEC channel B per engine.
B.  Job Set-up Information
(1)   Aircraft must be "ON GROUND" status.
(2)   Aircraft systems and engine EEC should be powered and communicating. Refer to the AMM.
(3)   Engine must be shutdown (not running).
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
PWC62174
Extension Cable
PWC69810
Download Cable Adapter
PWC73009
RS422-USB dual Channel Adapter
(2)  Fixtures and Equipment
Part Number
Name
3074497
PW617F-E, Diagnostic, Prognostics and Health Management (DPHM) Kit
(3)  Consumable Materials
Part Number
Name
Not applicable
Not applicable
D.  Engine EEC Data Download
(1)   Make sure that the Ground Based Software (GBS) and RS422 adapter USB drivers are installed as per section D of Task 71-00-00-760-818.
(2)   Connect download cable adapter (PWC69810) to the maintenance connector.
(3)   Connect extension cable (PWC62174) to download cable adapter.
(4)   Connect RS422-USB dual channel adapter (PWC73009) to extension cable.
(5)   For EEC channel A download, connect the dual channel adapter (PWC73009) labeled "RS422 TO USB CHAN A" into the Uport 1250. Leave the connector labeled “RS422 TO USB CHAN B" disconnected.
(6)   For EEC channel B download, connect the connector labeled "RS422 TO USB CHAN B" into the Uport 1250. Leave the connector labeled “RS422 TO USB CHAN A" disconnected.
(7)   Connect RS422-USB dual channel adapter (PWC73009) to laptop and connect the other end to the aircraft ground support equipment connector within the aircraft (Ref. Fig. 513) Refer to the AMM.
NOTE: USB drivers provided with USB adapter must be previously installed. The USB connector must be plugged to the same USB port on the laptop where it was originally installed. It is advisable to label the USB port on the laptop.
(8)   Launch GBSLite (P/N 3070181) from the Windows desktop.
(9)   Under the option of GSE CONNECTION, select DOWNLOAD.
NOTE: The help symbol "?" within the GBSLite software may be selected at any time for a more detailed instruction on the procedure.
NOTE: If the ignition switch is already OFF, set it back to AUTO, and then start the procedure.
(10)   Move the TLA to the MAX detent and set the cockpit ignition switch from AUTO to OFF. Make sure the switch remains in the OFF position.
NOTE: It is normal for the block numbers to appear to stop during the download process.
(11)   Once all blocks have been downloaded, another window will open and prompt you to save the recording to a file on your laptop computer. Ensure that the correct engine serial number, engine position and aircraft serial number are entered. The DCU data contains data from both EEC channels; therefore, it only has to be downloaded once per engine.
NOTE: Special attention should be given to the location and filename of where the data is saved.
(12)   Cycle EEC power and repeat for the other channel.
(13)   Once both channels are downloaded, contact P&WC personnel to indicate that a DCU download was not possible.
NOTE: 
1.   If the download does not work, do the Verify GSE Download Conditions in the Engine Real Time Display (Task 71-00-00-760-820).
2.   TLA positions are as follows:
Idle: 0 to 4 degrees.
Max Crz: 38 to 42 degrees.
Con/Cib soft: 49 to 53 degrees.
TO/GA detent: 59 to 63 degrees.
Max detent: 69 to 73 degrees.
Task 71-00-00-760-820
21.  Engine Real Time Display
A.  Overview of the Job
(1)   This task describes how to view both channels of EEC real-time data, at the same time, on the same engine.
(2)   This task may be used for the following reasons:
To diagnose problems with the engine control system.
To check engine trim status
To check/verify engine EEC data vs. aircraft data.
To record information to be used for advanced remote analysis.
B.  Job Set-up Information
(1)   Aircraft must be "ON GROUND" status.
(2)   Aircraft systems and engine EEC should be powered and communicating. Refer to the AMM.
(3)   Engine must be shutdown (not running).
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
PWC62174
Extension Cable
PWC69810
Download Adapter Cable
PWC73009
RS422-USB Dual Channel Adapter Cable
(2)  Fixtures and Equipment
Part Number
Name
3074497
PW617F-E, Diagnostic, Prognostics and Health Management (DPHM) Kit
(3)  Consumable Materials
Part Number
Name
Not applicable
Not applicable
D.  Procedure
(1)   Ensure that the Ground Based Software (GBS) and RS422 adapter USB drivers are installed as per section D of task 71-00-00-760-818.
(2)   Connect download cable adapter (PWC69810) to the maintenance connector.
(3)   Connect extension cable (PWC62174) to download cable adapter (PWC69810).
(4)   Connect RS422-USB dual channel adapter (PWC73009) to extension cable (PWC62174).
(5)   For EEC channel A download, connect the dual channel adapter (PWC73009) labeled "RS422 TO USB CHAN A" into the Uport 1250. Leave the connector labeled “RS422 TO USB CHAN B" disconnected.
(6)   For EEC channel B download, connect the connector labeled "RS422 TO USB CHAN B" into the Uport 1250. Leave the connector labeled “RS422 TO USB CHAN A" disconnected.
(7)   Connect the USB end of the RS422-USB dual channel adapter (PWC73009) to the laptop and connect the other end to the aircraft ground support equipment connector in the aircraft. (Ref. Fig. 513) (Refer to the AMM).
(8)   Launch GBSLite (P/N 3070181) from the Windows desktop.
(9)   Under the option of GSE CONNECTION, select REAL TIME DISPLAY.
NOTE: The help symbol "?" within the GBSLite software may be selected at any time for a more detailed instruction on the procedure.
(10)   Follow the on-screen menu to view parameters as supplied by the engine EEC.
(11)   To perform the Verify GSE Download Conditions function, select CLICK TO START VERIFY and follow the on-screen instructions. To end the Verify GSE Download Conditions function, select CLICK TO STOP VERIFY.
(12)   To perform a Real-Time Display recording, select the START RECORDING button. To end the recording, select the STOP RECORDING button. Follow the on-screen instructions.
Task 71-00-00-760-821
22.  Engine Data Analysis
A.  Overview of the Job
(1)   This task describes how to review and analyze data that was previously downloaded from the engine or data from a recorded Real Time Display (RTD).
(2)   This task may be used to analyze/diagnose unscheduled maintenance events. It is intended for use by P&WC personnel or other experienced personnel.
(3)   There are four sources of data that may be used for data analysis:
Engine data from the engine DCU.
Engine data from the engine EEC.
Engine data from the aircraft Avionics Flash Card.
Engine data from the aircraft Data Link Management System.
B.  Job Set-up Information
(1)   Not applicable.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
Not applicable
Not applicable
(2)  Fixtures and Equipment
Part Number
Name
3074497
PW617F-E, Diagnostic, Prognostics and Health Management (DPHM) Kit
(3)  Consumable Materials
Part Number
Name
Not applicable
Not applicable
D.  Engine Data Analysis from DCU and/or EEC
(1)   Start GBSLite (P/N 3070181) from the main menu.
(2)   Select the engine program from the drop down menu (PW617F).
(3)   Select "Data Analysis".
(4)   Select the folder where the data is.
(5)   Proceed with analysis of the data.
(6)   To view the trend data, select “Fault Event/Show Trend Data” from “View” dropdown menu. If the trend data from the latest flights are not available in GBSLite, perform the DCU Pointer Block Recovery function Ref. Task 71-00-00-760-826 in GBS software.
(7)   In the Fault/Event panel (top panel), the data is sorted by data and time, the latest recording can be found at the bottom.
(8)   Click on Fault/Event Code; the name of the event code will appear at the top in red.
(9)   If the IETM, P/N 3072162 is installed, clicking on the Fault/Event Code will link to the appropriate maintenance action in fault isolation charts.
(10)   Click on the associated Snapshot and Trace for further analysis of the Fault/Event, which can be viewed in the lower panel.
(11)   The file can be sent to the Designated Analysis Center (DAC) for data analysis or can be uploaded to the WebECTM Services.
Task 71-00-00-760-822
23.  TLD Clear Procedure (Long Dispatch)
A.  Overview of the Job
(1)   This task gives the TLD clearing procedure.
(2)   This task should be done at the scheduled TLD inspection interval (Ref. Task 05-20-00-210-801), after all the faults have been rectified.
NOTE: The EEC is designed to latch a "ENG 1 LONG DISPATCH", or "ENG 2 LONG DISPATCH" TLD status, if at any time during operation, a TLD fault occurs. The status is displayed on the "Engine Maintenance Page" on the aircraft avionics. Refer to the AMM.
B.  Job Set-up Information
(1)   Aircraft system and engine EEC should be powered and communicating. Refer to the AMM.
(2)   Aircraft must be "On ground" status.
(3)   Get access to the Aircraft Maintenance Computer. Refer to the AMM.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
Not applicable
Not applicable
(2)  Fixtures and Equipment
Part Number
Name
Not applicable
Not applicable
(3)  Consumable Materials
Part Number
Name
Not applicable
Not applicable
D.  Procedure
(1)   Move the TLA to the TOGA detent.
(2)   Activate the exceedance/TLD clearance function on the Engine Maintenance Page, for the appropriate engine. Refer to the AMM.
NOTE: "CLEAR E1" for engine No. 1, and "CLEAR E2" for engine No. 2.
(3)   Check the engine maintenance page and make sure that LONG DISPATCH status is not active. Refer to the AMM.
NOTE: The EEC must receive the command for at least two seconds to register the clear command. Therefore, it may take up to four seconds to display the updated LONG DISPATCH status on the engine maintenance page.
Task 71-00-00-760-823
24.  On-Aircraft Vibration Analysis/Fan Trim Balancing
A.  Overview of the Job
(1)   This task gives the procedure for doing on-aircraft engine vibration survey and fan trim balancing. Refer to Figure .
(2)   Resonant vibration is the major contributor to aircraft cabin noise. Engine vibration causes resonant vibration in aircraft structures, exciting resonance and noise in the cabin. The maintenance philosophy for providing the following procedures is to aid in the reduction of aircraft cabin noise through the reduction of engine vibration.
(3)   Using the recommended vibration analysis equipment, engine vibration levels are measured while the engine is installed during a series of engine ground runs. Engine vibration is measured and potentially reduced by adjusting the trim balance weight configuration on the LP compressor (fan) front balance rim. A typical operation includes an initial ground run where a vibration survey is performed and a trim weight solution determined; a second ground run to measure the new vibration signature; and one or more engine runs to verify that engine vibration levels are optimized.
(4)   If excessive or undesirable cabin noise is present in the aircraft, it is recommended that cabin acoustic readings be taken using microphones according to an approved method, before performing on-wing engine vibration survey and trim balance. The cabin acoustic survey will help determine the source of the excessive noise. If it is suspected that the engine is the cause of excessive vibration and subsequent excessive cabin noise, only the fan may be trim-balanced while the engine is on the aircraft.
(5)   Current engine balancing procedures, carried out during engine test, include a requirement to trim balance the complete LP compressor assembly by the installation of counterweights to specific positions in the inlet cone assembly.
(6)   The operator must be familiar with the Collector/Analyzer (TEC Viper Model) before performing these operations. Do a vibration survey and fan trim balance operation using the following procedures and the TEC 'Viper' Model Operator's Manual.
(7)   P&WC recommends an engine fan trim balancing operation following repair of the fan.
(8)   Required equipment, including an optional laptop computer running TEC Avtrend software and connecting cables listed in Equipment and Materials list for this task has been approved for use in determining position and mass of trim balance counterweight. Other equipment may be approved on a case-by-case basis.
B.  Job Set-up Information
(1)   Remove the engine cowlings as necessary. Refer to the AMM.
(2)   Disconnect the aircraft wiring harness connector from the engine main wiring harness connector at the aircraft firewall. Refer to the AMM.
(3)   Check the ACES analyzer battery charge:
(a)   Switch electrical power to the TEC Viper collector/analyzer (10-100-4040CE) to ON and check the battery's charge. If the battery charge indication is less than 60%, charge the battery before doing any procedures.
(b)   Switch electrical power to the TEC Viper collector/analyzer (10-100-4040CE) to OFF.
(4)   Install the latest version of the maintenance level Transient Vibration Survey/Fan Balance Setup File in the ACES Viper collector/analyzer (10-100-4040CE). The setup files may be downloaded from ACES Systems website: www.acessystems.com.
(5)   Switch electrical power to the analyzer to OFF.
(6)   Refer to the Illustrated Parts Catalog, 72-30-01, for trim balance counterweight information.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
Not applicable.
Not applicable.
(2)  Fixtures and Equipment
NOTE: The equipment below is part of High Speed Trim Balancing Kit (PWC68604).
Part Number
Name
10-100-4040CE
ACES Model 4040 Viper Analyzer
10-100-0498
Dual Channel Tach Filter, Model 515
10-100-0574
Charge Converter, Model 530
10-320-0008
Cable, High Temperature, Accelerometer-to-Charge Converter
10-320-158 (25 ft.) or
10-320-159 (50 ft., optional)
Cable, Sensor, Charge Converter-to-Analyzer
10-320-0333
Firewall Breakout Cable
10-320-0336
Cable, Breakout Extension N1 and N2
69-100-0016
Accelerometer (6222S-20A)
PWC69161
Mounting Bracket, Accelerometer
(3)  Consumable Materials
WARNING: READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Part Number
Name
PWC03-001
Oil, Engine Lubrication
D.  Procedure
(1)   If the fan was repaired:
(a)   Remove the inlet cone (Ref. Task 72-30-01-000-801).
(b)   Refer to Task 71-00-00-760-802 for engine data plate descriptions. Check the engine trim data plate and record the locations of any LP compressor trim balance counterweights on a copy of Table.
NOTE: Trim balance counterweight hole locations are numbered clockwise (CW) on the rear face of the inlet cone balancing rim (Ref. Fig. ).
(c)   Record the location of any existing counterweights on the inlet cone balance rim on a copy of Table.
NOTE: A maximum of nine counterweight screws are permitted on the inlet cone balance rim.
(d)   Remove all existing counterweights from the inlet cone balance rim.
(e)   Install the inlet cone. Refer to Task 72-30-01-400-805.
(2)   Install TEC Viper Model Analyzer equipment (Ref. Fig. ):
(a)   Remove the three nuts (4), the three bolts (3), the angle bracket (2) and engine front lifting bracket (1).
(b)   Install the accelerometer mounting bracket (PWC69161) (7), the three nuts (4), the three bolts (3) and the angle bracket (2). Torque the bolts 36 to 40 lb.in (4.1-4.5 Nm).
NOTE: The bracket plate should face forward.
(c)   Install the accelerometer (69-100-0016) (5) on the accelerometer mounting bracket (PWC69161) (7) with the three cap screws (6). Torque the cap screws 13 to 15 lb.in. (1.5-1.7 Nm.).
CAUTION: MAKE SURE YOU ATTACH THE CABLES AND THE CHARGE CONVERTER BOX SECURELY TO PREVENT LOOSENING DURING THE GROUND RUN.
(d)   Connect the high temperature cable (10-320-0008) to the accelerometer (69-100-0016) and to the charge converter box (10-100-0574).
(e)   Connect the charge converter box (10-100-0574) to the TEC Viper collector/analyzer (10-100-4040CE) Channel A port with sensor cable (25 ft) (10-320-0158) or sensor cable (50 ft) (10-320-0159).
(f)   Disconnect the engine wiring harness P9 connector from the aircraft fire wall connector. Refer to the AMM.
(g)   Connect the firewall breakout cable (10-320-0333) to the aircraft harness firewall connector. Refer to the AMM.
(h)   Connect the firewall breakout cable (10-320-0333) to the engine rear main wiring harness P9 connector.
(i)   Connect the firewall breakout cable (10-320-0333) to the dual channel tach filter (10-100-0498) with the N1/N2 breakout extension cable (10-320-0336).
(3)   Switch electrical power to the Collector/Analyzer (Viper) ON.
NOTE: With the Collector/Analyzer (Viper) powered on, make sure the Fan/Turbine Balance application is installed.
NOTE: With the Collector/Analyzer (Viper) powered on, make sure the battery charge battery charge indication is more than 60%. If not, charge the battery before doing any procedures.
(4)   At the "Main" menu, select Fan/Turbine Balance using the upper/lower curser keys then press ENTER.
(5)   Select "Start Job" using the upper/lower curser keys and press ENTER.
(6)   At the "Set-up List", select PW617F using the upper/lower curser keys then press ENTER.
NOTE: Analyzer will display "Loading...Please wait.", then, "Initializing for data acquisition, please wait".
(7)   At the "Job identification" menu, type in the name of the customer and the aircraft serial number (e.g. John Smith Aviation ZZ-XXX) using the keypad.
NOTE: The "F1" key can be used to select Names which have been already entered in the analyzer.
(8)   In the "A/C Registration" field, enter the aircraft registration number using the keypad.
(9)   Input the A/C Total Time using the keypad keys and press ENTER.
(10)   At the "Engine Information" menu, enter the engine position using the left and right arrow keys, then use the upper/lower curser keys to move to "ENGINE".
(11)   Press the UP and DOWN arrow keys to move the cursor to the next field. Enter additional/optional information.
(12)   Press the ENTER key to move to the next menu.
(13)   At the "Fan/Turbine Balance Speeds" menu, press the F1 survey key.
NOTE: The screen will display [Prime ]Initializing for Data Aquisition....Please Wait".
(14)   At the "Start Aircraft" menu, the Collector/Analyzer (Viper) screen will display "Survey for determining baln RPMs perform FOD check, start engine(s) per flight manual, and set engine(s) to idle".
(15)   Start the engine. Refer to Task 71-00-00-760-810.
(16)   Let the engine stabilize and oil temperature reach 125°F (51°C) minimum. Press ENTER.
NOTE: If required, run the engine at a higher idle speed to warm the engine oil, then return the power lever to idle.
(17)   Press ENTER to start acquiring data, then gradually increase engine speed to maximum N1 rpm. When this is done, press enter to stop acquisition.
(18)   Return the engine to ground idle N1 speed. There is no need to shut the engine down.
(19)   At the “Shut down engines” field, press F5 to continue.
(20)   At the “Fan/turbine balance speeds” screen, press enter to accept the peak N1 speed recorded during the survey and proceed to next screen.
NOTE: The Analyzer will display "Initializing for data aquisition, please wait.".
(21)   The Analyzer will prompt "Fan/Turb Balance Equipment Setup" as a reminder to verify unit connections. Press ENTER to continue.
(22)   Record engine vibration levels at five N1 speeds as follows:
(a)   The Analyzer will display CURRENT RPM VALUE. Press ENTER.
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS WHEN TRIM BALANCING (REF. 05-10-00, OPERATING LIMITS, TASK 05-10-00-990-801). MAINTENANCE MANUAL ENGINE OPERATING LIMITS SUPERSEDE ANY INSTRUCTIONS IN THE ANALYZER PROCEDURE.
(b)   At the "Set Engine Speed" prompt, the Analyzer will display the peak vibration N1 speed. Bring the engine to this speed and press ENTER. At the next display, allow 10 to 15 seconds for the phase and amplitude to stabilize, then press ENTER to accept the measuring point.
(c)   The Collector/Analyzer (Viper) will display the next speed (Peak N1 minus 250 rpm). Repeat the procedure for the remaining N1 rpm settings:
Speed Value
Power Setting
SPEED 1
(Peak N1 RPM)
SPEED 2
(Peak N1 RPM - 250 rpm)
SPEED 3
(Peak N1 rpm - 500 rpm)
SPEED 4
(Peak N1 RPM - 750 rpm)
SPEED 5
(Peak N1 RPM - 1000 rpm)
NOTE: At each speed, make sure that the engine rpm agrees with the speed requested by the Collector/Analyzer (Viper) and that the phase measurement indicated is fairly stable. If the engine speed changes by ± 50 rpm, press F1 (Reset) to start a new average.
(d)   Return the engine to ground idle N1 speed.
NOTE: Do not press any key now: the Analyzer will display: "Please wait...Optimizing solution".
(e)   At the "Review Prior Run(s) Data" menu, review data taken and press ENTER.
NOTE: Use F1 or F5 key to retake one or all speed settings.
(f)   Do the engine shutdown procedure. Refer to Task 71-00-00-760-811.
(g)   Press F5 to continue.
(23)   Wait for the analyzer to produce counterweight optimization result at "Fan/Turb suggested/installed wts" prompt.
(24)   Record the position and class of the counterweight hole(s) defined by the Collector/Analyzer (Viper) on the Fan Trim Balancing Data Worksheet (Ref. Fig. ).
(25)   Remove the engine inlet cone. Refer to Task 72-30-01-000-801.
NOTE: Unbalance is corrected using a maximum of nine counterweight screws.
(26)   At the "Fan/Turbine Suggested/Installed Weights" menu, press ENTER. If the trial counterweight is installed in the positions defined by the Collector/Analyzer (Viper), press F1, "Inst=Sugg".
(27)   If the trim counterweight is installed in a hole other than the defined hole, change the class and location on the Collector/Analyzer (Viper) using the left/right and up/down curser keys. Record this information.
(28)   Install the counterweight screw(s) ( (2), Fig. ) on the inlet cone balancing flange location closest to trial solution defined by Collector/Analyzer (Viper). Tighten the counterweight screw (2) so that the screw head is flush with or below inlet cone (1) balancing Flange E.
(29)   Install the inlet cone. Refer to Task 72-30-01-400-805.
(30)   After the trial counterweight and the inlet cone have been installed, press ENTER to continue to proceed with the trial five-point ground run.
CAUTION: DO NOT EXCEED ANY ENGINE OPERATING LIMIT (REF. 05-10-00, OPERATING LIMITS, TASK 05-10-00-990-801). IF ANY N1 SETTING WILL CAUSE THE ENGINE TO EXCEED AN OPERATING LIMIT, OMIT THAT POINT OR POINTS.
(31)   Start the engine. Refer to Task 71-00-00-760-810.
(32)   Let the engine stabilize and the engine oil temperature reach 125°F (51°C) minimum.
(33)   Record engine vibration levels at five N1 speeds as follows:
(a)   The Analyzer will display CURRENT RPM VALUE. Press ENTER.
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS (REF. 05-10-00, OPERATING LIMITS, TASK 05-10-00-990-991). MAINTENANCE MANUAL ENGINE OPERATING LIMITS SUPERSEDE ANY INSTRUCTIONS IN THE ANALYZER PROCEDURE.
(b)   At the "Set Engine Speed" prompt, the Analyzer will display the peak vibration N1 speed. Bring the engine to this speed and press ENTER. At the next display, allow 10 to 15 seconds for the phase and amplitude to stabilize, then press ENTER to accept the measuring point.
(c)   The Collector/Analyzer (Viper) will display the next speed (Peak N1 minus 250 rpm). Repeat the procedure for the remaining N1 rpm settings:
Speed Value
Power Setting
SPEED 1
(Peak N1 RPM)
SPEED 2
(Peak N1 RPM - 250 rpm)
SPEED 3
(Peak N1 rpm - 500 rpm)
SPEED 4
(Peak N1 RPM -750 rpm)
SPEED 5
(Peak N1 RPM - 1000 rpm)
NOTE: At each speed, make sure that the engine rpm agrees with the speed requested by the Collector/Analyzer (Viper) and that the phase measurement indicated is fairly stable. If the engine speed changes by ± 50 rpm, press F1 (Reset) to start a new average.
(d)   Return the engine to ground idle N1 speed.
NOTE: Do not press any key now: the Analyzer will display: "Please wait...Optimising solution".
(e)   At the "Review Prior Run(s) Data" menu, review data taken and press ENTER.
NOTE: Use F1 or F5 key to retake one or all speed settings.
(f)   Do the engine shutdown procedure. Refer to Task 71-00-00-760-811.
(g)   Press F5 to continue.
(34)   Wait for the analyzer to produce counterweight optimization result at "Fan/Turb suggested/installed wts" panel.
(35)   If the vibration level is within acceptable limits, end the balance procedure. Record trim counterweight class and screw hole location(s) in the engine log book.
(36)   If vibration level is not acceptable, observe and record the new counterweight weight and hole location calculated by Collector/Analyzer (Viper), then do the following steps:
NOTE: The Collector/Analyzer (Viper) calculates final or successive solutions based on previous trial counterweights having been removed.
(a)   Remove the engine inlet cone. Refer to Task 72-30-01-000-801.
(b)   Remove the affected trial counterweight screw(s) from the inlet cone. Note the balance hole location number of the removed counterweight (Ref. Fig. ).
(c)   At the "Fan/Turbine Suggested/Installed Weights" menu, press ENTER. If the trial counterweight is installed in the positions defined by the Collector/Analyzer (Viper), press F1, "Inst=Sugg".
(d)   If the trim counterweight is installed in a hole other than the defined hole, change the class and location on the Collector/Analyzer (Viper) using the left/right and up/down curser keys. Record this information.
(e)   Install the counterweight screw(s) ( (2),Fig. ) on the inlet cone balancing flange location closest to trial solution defined by Collector/Analyzer (Viper). Tighten the counterweight screw (2) so that the screw head is flush with or below inlet cone (1) balancing Flange E.
(f)   Install the inlet cone. Refer to Task 72-30-01-400-805.
(g)   After the trial counterweight and the inlet cone have been installed, press ENTER to continue.
(h)   Do further trial weight trim balance runs as required.
(i)   When engine vibration is within acceptable limits, end the balance procedure. Record trim counterweight class and screw hole location(s) in the engine log book.
E.  Job Close-up Information
(Ref. Fig. )
(1)   Switch power to the Aces Viper analyzer to OFF.
(2)   Remove the cables connecting the Aces Viper analyzer equipment to the engine interfaces. Separate the cables and equipment and put them in the protective case.
(3)   Connect the engine wiring harness P9 connector to the aircraft fire wall connector. Refer to the AMM.
(4)   Remove the three cap screws (6) and the accelerometer (69-100-0016) (5) from the accelerometer mounting bracket (PWC69161) (7).
(5)   Remove the three bolts (3), three nuts (4), the angle bracket (2) and the accelerometer mounting bracket (PWC69161) (7) from the engine.
(6)   Lubricate the bolt (3) threads with engine oil (PWC03-001).
(7)   Install the engine front lifting bracket (1) using the three nuts (4), the three bolts (3), the angle bracket (2). Torque the bolts 36 to 40 lb.in (4.1-4.5 Nm).
(8)   Install the engine cowlings as necessary. Refer to the AMM.
Task 71-00-00-760-824
25.  On-Aircraft Transient Vibration Survey
A.  Overview of the Job
(1)   This task gives the procedure for doing an on-wing engine transient vibration survey.
B.  Job Set-up Information
(1)   Remove the engine cowlings as necessary. Refer to the AMM.
(2)   Check the ACES analyzer battery charge:
(a)   Switch electrical power to the ACES Viper collector/analyzer (10-100-4040CE) to ON and check the battery's charge. If the battery charge indication is less than 60%, charge the battery before doing any procedures.
(b)   Switch electrical power to the Collector/Analyzer (TEC Viper Model) to OFF.
(3)   Install the latest version of the maintenance level Transient Vibration Survey/Fan Balance Setup File in the ACES Viper collector/analyzer (10-100-4040CE). The setup files may be downloaded from ACES Systems website: www.acessystems.com.
(4)   Switch electrical power to the analyzer to OFF.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
Not applicable.
Not applicable.
(2)  Fixtures and Equipment
NOTE: The equipment below is part of High Speed Trim Balancing Kit (PWC68604).
Part Number
Name
10-100-0498
Dual Channel Tach Filter, Model 515
10-100-0574
Charge Converter, Model 530
10-100-4040CE
ACES Model 4040 Viper Analyzer
10-320-0008
Cable, High Temperature, Accelerometer-to-Charge Converter
10-320-158 (25 ft.) or
10-320-159 (50 ft., optional)
Cable, Sensor, Analyzer-to-CEC Adapter Cable
10-320-0226
CEC Adapter Cable, Sensor Cable-to-Velocity Sensor
10-320-0333
Firewall Breakout Cable
10-320-0336
Cable, Breakout Extension N1 and N2
69-100-0016
Accelerometer (6222S-20A)
69-100-0078
Velocity Transducer, Plane 1
PWC68764
Socket, Transducer
PWC69161
Mounting Bracket, Accelerometer
(3)  Consumable Materials
Part Number
Name
PWC03-001
Engine Oil
D.  Procedure
(1)   Install the velocity transducer (69-100-0078) (Ref. Fig. ):
(a)   Get access to the engine bypass duct services fairing assembly at the six o'clock position on the bypass duct rear flange. Refer to the AMM.
(b)   Remove the bolt (11), the washer (10) and the plug (9) from the bypass duct service fairing. Discard the preformed packing (8).
CAUTION: MAKE SURE YOU ATTACH THE CABLES AND THE CHARGE CONVERTER BOX SECURELY TO PREVENT LOOSENING DURING THE GROUND RUN.
(c)   Install the velocity transducer (69-100-0078) on the velocity transducer mounting bracket installed on the exhaust case rear flange at the 6 o'clock position. Tighten the transducer using the socket (PWC68764) supplied with the fan trim balancing kit (PWC68604) to 32 to 36 lb.in..
(d)   Connect the velocity transducer (69-100-0078) to the CEC adapter cable (10-320-0226).
(e)   Connect the CEC adapter cable (10-320-0226) to the Channel B port on the ACES Viper collector/analyzer (10-100-4040CE) with the sensor cable (25 ft) (10-320-0158) or the sensor cable sensor cable (50 ft) (10-320-0159).
(2)   Install TEC Viper Model Analyzer equipment (Ref. Fig. ):
(a)   Remove the three nuts (4), the three bolts (3), the angle bracket (2) and engine front lifting bracket (1).
(b)   Install the accelerometer mounting bracket (PWC69161) (7), the three nuts (4), the three bolts (3) and the angle bracket (2). Torque the bolts 36 to 40 lb.in (4.1-4.5 Nm).
NOTE: The bracket plate should face forward.
(c)   Install the accelerometer (69-100-0016) (5) on the accelerometer mounting bracket (PWC69161) (7) with the three cap screws (6). Torque the cap screws 13 to 15 lb.in. (1.5-1.7 Nm.).
CAUTION: MAKE SURE YOU ATTACH THE CABLES AND THE CHARGE CONVERTER BOX SECURELY TO PREVENT LOOSENING DURING THE GROUND RUN.
(d)   Connect the high temperature cable (10-320-0008) to the accelerometer (69-100-0016) and to the charge converter box (10-100-0574).
(e)   Connect the charge converter box (10-100-0574) to the ACES Viper collector/analyzer (10-100-4040CE) Channel A port with sensor cable (25 ft) (10-320-0158) or the sensor cable (50 ft) (10-320-0159).
(f)   Disconnect the engine wiring harness P9 connector from the aircraft fire wall connector. Refer to the AMM.
(g)   Connect the firewall breakout cable (10-320-0333) to the aircraft harness firewall connector. Refer to the AMM.
(h)   Connect the firewall breakout cable (10-320-0333) to the engine rear main wiring harness P9 connector.
(i)   Connect the firewall breakout cable (10-320-0333) to the dual channel tach filter (10-100-0498) with the N1/N2 breakout extension cable (10-320-0336).
(3)   Switch electrical power to the Collector/Analyzer (TEC Viper Model) to ON.
(4)   At the "Main" menu, select the Transient Vibration Survey option using the upper/lower curser keys then press ENTER.
(5)   At the "Transient Vibration Survey" menu, select "Start Job" using the upper/lower curser keys then press ENTER.
(6)   At the "Setup List" menu, select "PW617F O/W" using the upper/lower curser keys and press ENTER.
NOTE: The screen will display "Initializing for Data Aquisition....Please Wait".
(7)   At the "Job Identification" menu, type in the name of the customer and the the aircraft serial number (e.g. John Smith Aviation ZZ-XXX) using the keypad.
NOTE: The "F1" key can be used to select Names which have been already entered in the analyzer.
(8)   Press the DOWN arrow key to move the cursor to the next field.
(9)   In the "A/C Registration" field, enter the aircraft registration number using the keypad.
(10)   Press the DOWN arrow key to move the cursor to the next field.
(11)   In the "A/C Total Time" field, enter A/C total time in hours using the keypad.
(12)   Press the ENTER key to move to the next menu.
(13)   At the "Engine Information" menu, enter the engine position number using the left and right arrow keys.
(14)   Move the cursor past the 'Propeller' field by pressing the DOWN arrow key until the cursor is in the 'Engine' section.
(15)   Enter the engine serial number (e.g. LC-XXXX) or use the F1 key to enter a previously-entered engine S/N.
(16)   Press the DOWN arrow key to move the cursor to the "Type" field. Enter 'PW617F'.
(17)   Press the DOWN arrow key to move the cursor to the "TSO" field. Use the keypad to enter total-time-since-overhaul in hours.
(18)   Press the DOWN arrow key to move the cursor to the "TSN" field. Use the keypad to enter total-time-since-new.
(19)   Press ENTER.
NOTE: The screen will display either "Initializing for Data Aquisition...Please Wait" or " Recovering Database Memory Before Display Initializes" and there will be a five-to-eight second pause.
(20)   The Collector/Analyzer (Viper) screen will display "Perform FOD check, start the engine and establish normal operating conditions".
(21)   Start the engine (Ref. Task 71-00-00-760-810).
(22)   Let engine stabilize and the engine oil temperature reach a minimum of 125°F (51°C).
NOTE: If required, run the engine at a higher idle speed to warm the engine oil, then return the power lever to idle.
(23)   At the Start Engine menu, press ENTER.
NOTE: Please wait while the database is accessing.
(24)   From the "Select Condition" menu, use the DOWN arrow key to move the cursor to the "[ ] ACCEL" condition field. Press ENTER.
NOTE: This step will appear if there are multiple conditions to choose from.
NOTE: There will be a delay of approximately ten seconds while the analyzer prepares the database manager to recover database memory. When the real-time display starts, the analyzer will be recording data.
(25)   The Collector/Analyzer (Viper) will next display real time Plane 1, Plane 3, N1 and N2 engine data on the analyzer screen.
NOTE: For on-wing fan vibration survey, Plane 3 data is not required.
NOTE: Real-time data is sampled by the analyzer at a rate of five times/sec.
CAUTION: DO NOT EXCEED ANY ENGINE OPERATING LIMIT WHEN TRIM BALANCING (REF. 05-10-00, OPERATING LIMITS, TASK 05-10-00-990-801). MAINTENANCE MANUAL ENGINE OPERATING LIMITS SUPERSEDE ANY INSTRUCTIONS IN THE ANALYZER PROCEDURE.
(26)   Data aquistion step: accelerate engine from idle to N1 takeoff power at approximate rate of 0.5% N1 per second. When takeoff N1 power is achieved, press ENTER to stop real-time data acquisition.
(27)   The analyzer will display the message "Store the Data".
(28)   Press the F1 key to answer YES and store the data or press the F5 key to answer NO if the data is to be discarded.
(29)   Decelerate the engine to idle speed.
(30)   Press F1 again to "End Run" to complete the survey.
NOTE: The Collector/Analyzer (Viper) screen will display "Shut Down Engine per Manual Instructions".
(31)   Do the engine shutdown procedure. Refer to Task 71-00-00-760-811.
(32)   Press the F5 key to continue.
(33)   Go to the "Main" menu using the Backup key.
(34)   If the engine vibration levels are satisfactory:
(a)   Download the survey data to a computer if required. Refer to Task 71-00-00-760-825.
(b)   Do the steps in Job Closeup Information.
E.  Job Close-up Information
(1)   Switch power to the collector/analyzer (10-100-4040CE) to OFF.
(2)   Refer to (Ref. Fig. ). Remove the cables connecting the Aces Viper analyzer equipment to the engine interfaces. Separate the cables and equipment and put them in the protective case.
(3)   Connect the engine wiring harness P9 connector to the aircraft fire wall connector. Refer to the AMM.
(4)   Remove the three cap screws (6) and the accelerometer (69-100-0016) (5) from the accelerometer mounting bracket (PWC69161) (7).
(5)   Remove the three bolts (6), three nuts (4), the angle bracket (2) and the accelerometer mounting bracket (PWC69161) (7) from the engine.
(6)   Lubricate the bolt (3) threads with engine oil (PWC03-001).
(7)   Install the engine front lifting bracket (1) using the three nuts (4), the three bolts (3), the angle bracket (2). Torque the bolts 36 to 40 lb.in (4.1-4.5 Nm).
(8)   Remove the velocity transducer (69-100-0078) using the socket (PWC68764).
(9)   Lubricate a new preformed packing (8) with engine oil (PWC03-001).
(10)   Install the preformed packing (8) on the plug (9).
(11)   Install the plug (9), the washer (10) and the bolt (11) on the bypass duct service fairing. Torque the bolt 36 to 40 lb.in (4.1-4.5 Nm).
(12)   Install the engine cowlings as necessary. Refer to the AMM.
Task 71-00-00-760-825
26.  Downloading Transient Vibration Survey and/or Fan Trim Balancing Data to Laptop
(Ref Fig. )
A.  Overview of the Job
(1)   This task gives the procedure for downloading fan trim balancing data to a laptop computer.
B.  Job Set-up Information
(1)   Not applicable.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
Not applicable.
Not applicable.
(2)  Fixtures and Equipment
NOTE: The equipment below is part of High Speed Trim Balancing Kit (PWC68604).
Part Number
Name
10-100-4040CE
TEC Model 4040 Viper Analyzer
10-700-0103
Software, Avtrend
10-320-0483
Cable, USB, Analyzer-to-Notebook Data Cable
(3)  Consumable Materials
Part Number
Name
Not applicable.
Not applicable.
D.  Procedure
(1)   Switch power to the Aces Collector analyzer ON.
(2)   Connect the analyzer-to-notebook USB data cable (10-320-0483) to the USB port on the side of the Collector/Analyzer (Viper).
(3)   Connect the analyzer-to-notebook USB data cable (10-320-0483) to a USB port on a computer operating TEC Avtrend software (10-700-0103).
(4)   Open the TEC Avtrend software (10-700-0103) software program on the computer.
(5)   Select Menu Option - File - Transfer - Retrieve Data. Wait for data to be transferred.
E.  Job Close-up Information
(1)   Disconnect the analyzer-to-notebook USB data cable (10-320-0483).
(2)   Turn power to the Collector/Analyzer (Viper) OFF.
(3)   Note the file name and path displayed in the Avtrend software program window in order to find the file for future use.
Task 71-00-00-760-826
27.  DCU Pointer Block Recovery
A.  Overview of the Job
(1)   This task describes how to recover the pointer block 8 or 9 in the DCU when one of these blocks is absent or corrupt on an engine Post-SB66008. It is intended for use by P&WC personnel or other experienced personnel.
(2)   This task cannot be used if both blocks 8 and 9 are not healthy (both blocks are absent, or corrupt, or a combination).
(3)   This task is to be performed if data is missing from the DCU. A symptom of missing DCU data is if the trend data from the latest flights are not available in GBSLite.
B.  Job Set-up Information
(1)   Aircraft must be “ON GROUND” status.
(2)   Aircraft systems and engine EEC should be powered and communicating. Refer to the AMM.
(3)   Engine must be shutdown (not running).
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
PWC40549
DCU Cable with External Power
PWC40712
DCU Adapter Cable
PWC62174
Extension Cable
PWC67792
DCU T-Harness Cable
PWC73009
RS422-USB dual Channel Adapter
(2)  Fixtures and Equipment
Part Number
Name
3074497
PW617F-E, Diagnostic, Prognostics and Health Management (DPHM) Kit
(3)  Consumable Materials
Part Number
Name
Not applicable
Not applicable
D.  Procedure
(1)   Connect to directly to the DCU as per one of the following methods:
(a)   METHOD 1: Connection directly to the Engine DCU using cable with external power (PWC40549).
1   Remove the DCU from the engine.
2   Connect cable with external power (PWC40549) to the DCU, to a commercial AC wall outlet and to a laptop via a serial port.
(b)   METHOD 2: Connection directly to the Engine DCU cable with DPHM Kit P/N 3074497. (Ref. Fig. 513)
1   Remove P36 connector using pliers (PWC90021).
2   Using DPHM Kit P/N 3074497:
a   Connect DCU adapter cable (PWC40712) to the DCU.
b   Connect P36 to Connect DCU adapter cable (PWC40712).
c   Connect DCU adapter cable (PWC40712) to extension cable (PWC62174).
d   Connect RS422-USB dual channel adapter (PWC73009) to extension cable (PWC62174).
e   Connect RS422-USB dual channel adapter (PWC73009) to the laptop.
NOTE: USB drivers provided with USB adapter must be previously installed.
3   Energize the EEC. Refer to the AMM.
(2)   METHOD 3: Connection directly to the Engine DCU cable with DCU T-Harness cable (PWC67792):
(a)   Remove P36 connector using pliers (PWC90021).
(b)   Using DCU T-Harness Cable, connect cable (PWC67792) to the DCU at P36 and to a laptop via serial port.
(c)   Energize the EEC. Refer to the AMM.
(3)   Start GBSLite (P/N 3070181) from the desktop.
(4)   Select the engine program from the drop down menu (PW617F).
(5)   Select the TRANSFER MODULE button.
(6)   Select DOWNLOAD/UPLOAD button.
(7)   In the toolbar, set the connection method to DIRECT.
(8)   Under the options menu, select Advanced Options.
(9)   When prompted, enter the password "pwc_pwr_user".
(10)   Select the "Detect and Recover Unhealthy DCU" button.
(11)   If you see one of the following messages, then the recovery was successful.
(a)   Block 8 successfully recreated.
(b)   Block 8 successfully repaired.
(c)   Block 9 successfully recreated.
(d)   Block 9 successfully repaired.
(12)   If you see one of the following messages contact your P&WC representative:
(a)   Program terminated. Invalid software identification.
(b)   Program terminated. Block 8 missing and Block 9 corrupted.
(c)   Program terminated. Block 9 missing and Block 8 corrupted.
(d)   Program terminated. Both Blocks 8 and 9 are missing.
(e)   Program terminated. Block 8 corrupted and Block 9 missing.
(f)   Program terminated. Block 9 corrupted and Block 8 missing.
(g)   Program terminated. Both Blocks 8 and 9 are corrupted.
(h)   Blocks 8 and 9 valid. No action taken.
(13)   Once a successful recovery is completed. Ensure that the DCU data is as per the logbook by performing Engine Trim Verification Check (Task 71-00-00-760-817).
(14)   -If after successfully completing the DCU Pointer Block Recovery, the symptoms are not resolved, contact your P&WC representative.
List of Figures
Air Intake and Exhaust Jet Wake Danger Areas
Engine Identification and Trim Data Plates - Example
Engine Calibration Run Data Sheet
Power Assurance Test Chart - N1 vs Ambient Temperature
Engine Calibration and Performance Check Curve
Engine Calibration and Performance Check Curve
EEC Fault Code Data Sheet
Power Assurance Test Data Sheet
Power Assurance Test Chart - N2 vs Ambient Temperature
Power Assurance Test Chart - ITT vs Ambient Temperature
Engine Main Oil Pressure Setting Graph
Main Oil Pressure (MOP) Adjustment
GSE Connection Diagram
Direct DCU Connection Diagram
Typical Engine Vibration Survey and Fan Trim Balancing Operation Using TEC Model Equipment
Fan Trim Balance Counterweight Configuration
Installation of Collector/Analyzer Equipment - Fan Trim Balancing
Fan Trim Balancing Data Worksheet
Typical Engine Vibration Survey and Fan Trim Balancing Operation Using TEC Model Equipment
Installation of Collector/Analyzer Equipment - Transient Vibration Survey
Fan Trim Balance Counterweight Configuration
Downloading Transient Vibration Survey and/or Fan Trim Balancing Data to Laptop - Schematic
List of Tables
Ground Checks Required After Major Component Repair/Replacement or Engine Installation
Ambient Temperature Correction Factors for Specified Temperatures
DCU Data - Engine Trims
DCU Data - Engine Usage
Engine Trim Balance Counterwight Data
Real-time Data Display
POWER PLANT - CLEANING
1.  General
A.   The Power Plant Cleaning section gives the procedures for engine external wash, fan hand wash, compressor washes (desalination or performance recovery) procedures. Compressor wash system information and water and cleaning solution information is also included.
A.   Definition of Terms:
1.   Desalination Wash: A procedure that uses water only to remove salt from the engine air path.
2.   Performance Recovery Wash: A procedure that uses the water solution mixed with a cleaning agent to clean the air path of contaminants to attempt to restore performance.
3.   Rinsing: A procedure that uses a water solution to rinse the engine of cleaning solution.
4.   Water Solution: A solution of water with or without isopropyl alcohol.
Task 71-00-00-160-801
2.  Preparation of Compressor Wash System
(Ref. Fig. )
A.  Overview of the Job
(1)   This task gives the set up information for the compressor wash system.
B.  Job Set-up Information
(1)   Not applicable.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
PWC32677-300
Compressor Wash Unit, Mobile (Alternate to PWC64444)
PWC64444
Compressor Wash Unit, Portable (Alternate to PWC32677-300)
PWC89888
Compressor Wash Unit, Portable (Alternate to PWC64444)
(2)  Fixtures and Equipment
Part Number
Name
Not applicable
Not applicable
(3)  Consumable Materials
Part Number
Name
Not applicable
Not applicable
D.  Procedure
(1)   Set up the compressor wash system (PWC32677-300) or the compressor wash system (PWC64444) or the compressor wash system (PWC89888) or a locally manufactured system as shown (Ref. Fig. ).
NOTE: Tubing for interconnection of components is to be 5/16 in. (8 mm) ID minimum.
E.  Job Close-up Information
(1)   Remove all tools, equipment and unnecessary items from the work area.
Task 71-00-00-160-802
3.  Installation of the Compressor Wash Fixture (PWC69210)
A.  Procedure
(1)   Task Removed.
Task 71-00-00-160-803
4.  Removal of the Compressor Wash Fixture (PWC69210)
A.  Procedure
(1)   Task Removed.
Task 71-00-00-160-804
5.  Water and Cleaning Solutions
A.  Overview of the Job
(1)   This task gives the procedures for preparing cleaning and rinse solutions for engine washing.
B.  Job Set-up Information
(1)   Not applicable.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
Not applicable
Not applicable
(2)  Fixtures and Equipment
Part Number
Name
Not applicable
Not applicable
(3)  Consumable Materials
WARNING: READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Part Number
Name
PWC01-001
Engine Fuel
PWC11-001G
Detergent Cleaner
PWC11-003
Detergent Cleaner
PWC11-003B
Detergent Cleaner
PWC11-003E
Detergent Cleaner
PWC11-014
Isopropyl Alcohol
D.  Procedure
NOTE: Demineralized water is recommended for all types of washes. Drinking quality water may be used for engine external, fan and compressor washing (performance recovery).
(1)   Obtain a supply of demineralized water or drinking water complying with the requirements shown in Table:
(2)   Prepare the water solution (Ref Table).
(3)   Performance recovery wash solutions:
(a)   B&B TC 100 Detergent Cleaner (PWC11-003E) is a ready-to-use solution. Do not further dilute by adding water and/or methanol
CAUTION: DO NOT FURTHER DILUTE SOLUTION BY ADDING WATER AND/OR ANTI-FREEZE SOLUTIONS.
(b)   Turco T-5884 Detergent Cleaner (PWC11-001G) can be used but it is not a ready-to-use. Prepare this solution (Ref Table).
CAUTION: DO NOT FURTHER DILUTE SOLUTION BY ADDING WATER AND/OR ANTI-FREEZE SOLUTIONS.
(c)   The Biodegradable Performance Recovery Solutions, Ardrox 6345 Detergent Cleaner (PWC11-003) or Ardrox 6367 Detergent Cleaner (PWC11-003B) (previously identified as Turboclean 2) can be used but they are not ready-to-use. Prepare this solution (Ref Table).
(4)   Table matches required cleaning solutions to the applicable engine cleaning task.
Task 71-00-00-160-805
6.  External Engine Wash
A.  Overview of the Job
(1)   This task gives the procedures for external engine washing.
B.  Job Set-up Information
(1)   Not applicable.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
Not applicable
Not applicable
(2)  Fixtures and Equipment
Part Number
Name
Not applicable
Not applicable
(3)  Consumable Materials
Part Number
Name
PWC11-027
Petroleum Solvent
D.  Procedure
(1)   The engine should never be left in a contaminated condition overnight, or longer.
CAUTION: DO NOT USE GASOLINE OR SIMILAR TOXIC SUBSTANCES FOR EXTERNAL ENGINE CLEANING. DO NOT ATTEMPT TO WASH AN ENGINE THAT IS STILL HOT OR RUNNING. ALLOW ENGINE TO COOL FOR A MINIMUM PERIOD OF 40 MINUTES AFTER SHUTDOWN TO PREVENT PRECIPITATION FROM INADVERTENT USE OF HARD WATER.
(2)   External washing with fresh water is recommended when engine is contaminated with salt, volcanic dust or corrosive chemicals such as those found in industrial smog. Demineralized water is not necessary. (Ref. Task 71-00-00-160-804 for water quality requirements)
(3)   Mask all electrical connectors with plastic wrap to avoid moisture damage to connectors.
(4)   Wash the engine by hand using a clean sponge or soft cloth.
(5)   If a water wash is ineffective, a petroleum solvent (PWC11-027) /water emulsion may be used to remove oil, grime, or other materials/fluids (e.g. hydraulic fluids). Thoroughly rinse with water to remove all traces of cleaning fluid. Completely dry the engine using clean, dry compressed air.
NOTE: External cleaning is very effective in tracing possible origin of external oil leakage.
(6)   Remove the plastic wrap from the electrical connectors.
E.  Job Close-up Information
(1)   Remove all tools, equipment and unnecessary items from the work area.
(2)   Install the engine cowlings as necessary. Refer to the AMM.
Task 71-00-00-160-806
7.  Hand Wash of LP Compressor (Fan)
A.  Overview of the Job
(1)   This task gives the procedure for hand washing the fan.
B.  Job Set-up Information
(1)   Remove the engine cowlings as necessary. Refer to the AMM.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
Not applicable
Not applicable
(2)  Fixtures and Equipment
Part Number
Name
Not applicable
Not applicable
(3)  Consumable Materials
Part Number
Name
Not applicable
Not applicable
D.  Procedure
WARNING: PRIOR TO FAN WASHING MAKE SURE THE STARTER SWITCH AND IGNITION SYSTEM ARE IN THE OFF POSITION AND THE THRUST LEVER IS IN THE CUT OFF POSITION.
WARNING: WHEN WASHING THE FAN BY HAND WEAR RUBBER GLOVES AND USE CAUTION AS THE LEADING EDGE OF FAN BLADES MAY BE VERY SHARP.
(1)   Fan blade washing is done by hand using a sponge or soft clean cloth.
(2)   Each blade must be washed individually on both pressure and suction side.
(3)   Wash the fan with desalination solution. Refer to Task 71-00-00-160-804.
(4)   Rinse with desalination solution.
E.  Job Close-up Information
(1)   Remove all tools, equipment and unnecessary items from the work area.
(2)   Install the engine cowlings as necessary. Refer to the AMM.
Task 71-00-00-160-807
8.  Compressor Wash - Desalination
(Ref. Fig. )
A.  Overview of the Job
(1)   This task gives the procedure for doing a compressor desalination wash.
B.  Job Set-up Information
(1)   Deleted.
(2)   Deleted.
(3)   Place suitable containers or a drip pan under the engine.
CAUTION: FAILURE TO BLANK THE AGB BREATHER PORT (2) OR TO REMOVE THE AGB BREATHER TUBE (3) WILL RESULT IN CONTAMINATION OF THE AGB ENGINE OIL BY WASH FLUID.
(4)   Prepare the engine to prevent wash fluid from entering the AGB:
(a)   Install either a blanking plug (PWC69812) (1) or a PK3654-49 cap (1) or equivalent in the AGB breather port (2).
(b)   As an alternate to step (a), remove the AGB breather tube (3). (Ref. Task 72-60-02-000-801)
(c)   Make sure the engine control panel switch is set to the OFF position.
(d)   Make sure the engine thrust lever is in the IDLE position.
(e)   Shut off the aircraft cabin bleed air system. Refer to the AMM.
(f)   Make sure the engine ignition system is OFF.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
PWC32677-300
Compressor Wash Unit, Mobile (Alternate to PWC64444)
PWC64444
Compressor Wash Unit, Portable (Alternate to PWC32677-300)
PWC66581
Wedge, Fan Blade
PWC69812
Blanking Plug, Breather Outlet
PWC69836
Compressor Wash Wand
PWC89888
Compressor Wash Unit, Mobile (Alternate to PWC64444)
(2)  Fixtures and Equipment
Part Number
Name
Not applicable
Not applicable
(3)  Consumable Materials
Part Number
Name
PK3654-49
Cap, AGB Breather Port (Alternate to PWC69812)
D.  Procedure
CAUTION: MAKE SURE THAT THE ENGINE TEMPERATURE IS LESS THAN 150°F (65°C). IF THE TEMPERATURE IS HIGHER, HARD WATER CAN CAUSE MINERAL CONTAMINATION.
CAUTION: DO NOT EXCEED WASH OR RINSE FLUID INJECTION RATES.
CAUTION: THE WASH WAND (PWC69836) (5) MUST BE USED WITH FOUR WEDGES (PWC66581) (4) TO PREVENT FAN ROTATION DURING MOTORING CYCLES.
CAUTION: THE LP COMPRESSOR IS A TITANIUM PART. OPERATE THE WASH WAND WITH CARE.
(1)   Connect the wash wand (PWC69836) to the mobile wash system (PWC32677-300) or the portable wash system (PWC64444) or the portable wash system (PWC89888) or a locally manufactured wash system.
(2)   Install wedges (PWC66581) (4) as follows:
CAUTION: MAKE SURE WEDGES ARE IN GOOD CONDITION.
(a)   Inspect wedges (4) for damage prior to installation to prevent damage to the abraidable material on the fan case. Replace any broken wedges.
(b)   Install four wedges (PWC66581) (4) between the tips of four equally-spaced fan blades and the fan case to prevent fan rotation. Make sure the wedges are secure.
CAUTION: USE ONLY DEMINERALIZED WATER IN SOLUTIONS USED TO DO COMPRESSOR DESALINATION WASH FOR ENGINES EXPOSED TO CHEMICAL FIRE EXTINGUISHING AGENTS.
(3)   Fill the wash system with the required water solution:
(a)   Pressurize the wash system.
(b)   Adjust the wash system pressure to obtain a flow rate of 1.6 US gal/minute (6 liters/minute).
(c)   Use water solution for a compressor desalination wash. Refer to Task 71-00-00-160-804.
CAUTION: INSTALL THE WASH WAND GENTLY TO PREVENT DAMAGE TO THE FAN BLADES, FAN STATOR AND THE CORE INTAKE STRUTS.
CAUTION: MAKE SURE THAT THE WASH WAND DISK (6) IS SITTING ON THE TOP OF THE NOSE CONE AND AGAINST THE FAN BLADES.
CAUTION: MAKE SURE THAT THE NOZZLE OF THE WASH WAND IS POINTED INTO THE HP COMPRESSOR INTAKE.
(4)   Insert the wash wand (PWC69836) (5) by rotating the wand nozzle (7) through the fan blades, fan stator and the core intake struts into position in the HP compressor intake.
(5)   Make sure the four wedges (PWC66581) (4) prevent the fan from rotating.
(6)   Hold the wash wand (PWC69836) (5) during the engine motoring to make sure the disk (6) stays flat against the fan blades and sitting on the nose cone.
CAUTION: DO NOT OPERATE THE WASH SYSTEM IF EITHER THE AGB BREATHER PORT (2) IS NOT CAPPED OR IF THE AGB BREATHER TUBE (3) WAS NOT REMOVED.
CAUTION: BEFORE MOTORING ENGINE, MAKE SURE THE ENGINE INTAKE IS CLEAR OF ALL LOOSE OBJECTS WHICH MAY BE INGESTED AND CAUSE ENGINE DAMAGE AND SUBSEQUENT FAILURE.
CAUTION: OBSERVE THE STARTER MANUFACTURER'S LIMITS DURING MOTORING (REF. STARTER MANUFACTURER'S MANUAL).
(7)   Do two 20 second dry motoring runs using the engine starter. As N2 rotation passes 5%, start injection of 0.8 US gallons (3 liters) of the water solution into the engine core at a rate of 1.6 gal/minute (6 liters/minute).
(8)   Stop motoring after 20 seconds. Turn the wash system off when N2 rotation is less than 5%.
CAUTION: PREVENT DAMAGE TO THE FAN STATOR VANES AND FAN BLADES BY GENTLY ROTATING THE WAND (5) AS IT IS REMOVED.
(9)   Remove the wash wand (PWC69836) (5) from engine.
(10)   Remove the four wedges (PWC66581) (4).
CAUTION: DELETED.
CAUTION: ALLOW STARTER TO COOL BETWEEN RUNS (REF. STARTER MANUFACTURER'S MANUAL).
(11)   If isopropyl alcohol was used in the water solution, do a 20 second dry motoring run.
NOTE: DELETED.
E.  Job Close-up Information
(1)   Disassemble wash system and wash wand (PWC69836) (3).
(2)   Deleted.
(3)   Deleted.
(4)   Deleted.
CAUTION: MAKE SURE ALL CLEANING EQUIPMENT HAS BEEN REMOVED FROM THE ENGINE INLET.
(5)   Remove either the blanking plug (PWC69812) (1) or the cap PK3654-49 (1) from the AGB breather outlet port (2) if either were installed. Discard the cap.
(6)   Install the AGB breather tube (3) if it was removed. (Ref. Task 72-60-02-400-801)
(7)   Remove all tools, equipment and unnecessary items from the work area.
(8)   Select CABIN BLEED OFF.
(9)   Do an engine start and operate the engine for one minute at 80% N1 to dry the engine.
(10)   Reduce power to IDLE. Operate the engine for five minutes at IDLE with CABIN BLEED ON.
(11)   Do the engine shutdown procedure. Refer to Task 71-00-00-760-811.
(12)   Install the engine cowlings as necessary. Refer to the AMM.
Task 71-00-00-160-808
9.  Compressor Wash - Performance Recovery
(Ref. Fig. )
A.  Overview of the Job
(1)   This task gives the procedure for doing a compressor performance recovery wash.
B.  Job Set-up Information
(1)   Disconnect the two aircraft P3 air bleed tubes. Refer to the AMM.
(2)   Secure a plastic bag over the two exposed aircraft P3 ports. Leave the two engine P3 bleed ports open.
(3)   Place suitable containers or a drip pan under the engine.
CAUTION: FAILURE TO BLANK THE AGB BREATHER PORT (2) OR TO REMOVE THE AGB BREATHER TUBE (3) WILL RESULT IN CONTAMINATION OF THE AGB ENGINE OIL BY WASH FLUID
(4)   Prepare the engine to prevent wash fluid from entering the AGB:
(a)   Install either a blanking plug (PWC69812) (1) or a PK3654-49 cap (1) or equivalent in the AGB breather port (2).
(b)   As an alternate to step (a), remove the AGB breather tube (3). (Ref. Task 72-60-02-000-801)
(c)   Make sure the engine control panel switch is set to the OFF position.
(d)   Make sure the engine thrust lever is in the IDLE position.
(e)   Shut off the aircraft cabin bleed air system. Refer to the AMM.
(f)   Make sure the engine ignition system is OFF.
C.  Equipment and Materials
(1)  Special Tools
Part Number
Name
PWC32677-300
Compressor Wash Unit, Mobile (Alternate to PWC64444)
PWC64444
Compressor Wash Unit, Portable (Alternate to PWC32677-300)
PWC66581
Wedge, Fan Blade
PWC69812
Blanking Plug, Breather Outlet
PWC69836
Compressor Wash Wand
PWC64444
Compressor Wash Unit, Portable (Alternate to PWC64444)
(2)  Fixtures and Equipment
Part Number
Name
Not applicable
Not applicable
(3)  Consumable Materials
WARNING: READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Part Number
Name
PWC11-001G
Detergent Cleaner
PWC11-003
Detergent Cleaner
PWC11-003B
Detergent Cleaner
PWC11-003E
Detergent Cleaner
PK3654-49
Cap, AGB Breather Port (Alternate to PWC69812)
D.  Procedure
CAUTION: MAKE SURE THAT THE ENGINE TEMPERATURE IS LESS THAN 150°F (65°C). IF THE TEMPERATURE IS HIGHER, HARD WATER CAN CAUSE MINERAL CONTAMINATION.
CAUTION: DO NOT EXCEED WASH OR RINSE FLUID INJECTION RATES.
CAUTION: THE WASH WAND (PWC69836) (5) MUST BE USED WITH FOUR WEDGES (PWC66581) (4) TO PREVENT FAN ROTATION DURING MOTORING CYCLES.
CAUTION: THE LP COMPRESSOR IS A TITANIUM PART. OPERATE THE WASH WAND WITH CARE.
(1)   Connect the wash wand (PWC69836) to the mobile wash system (PWC32677-300) or portable wash system (PWC64444) or the portable wash system (PWC89888) or a locally manufactured wash system.
(2)   Install wedges (PWC66581) (4) as follows:
CAUTION: MAKE SURE WEDGES ARE IN GOOD CONDITION.
(a)   Inspect wedges (4) for damage prior to installation to prevent damage to the abraidable material on the fan case. Replace any broken wedges.
(b)   Install four wedges (PWC66581) (4) between the tips of four equally-spaced fan blades and the fan case to prevent fan rotation. Make sure the wedges are secure.
CAUTION: DO NOT DO A COMPRESSOR PERFORMANCE RECOVERY WASH OF ENGINES EXPOSED TO CHEMICAL FIRE EXTINGUISHING AGENTS.
(3)   Fill the wash system with the required compressor wash fluid:
(a)   Pressurize the wash system.
(b)   Adjust the wash system pressure to obtain a flow rate of 1.6 US gal/minute (6 liters/minute).
(c)   Use detergent cleaner (PWC11-001G), detergent cleaner (PWC11-003), detergent cleaner (PWC11-003B) or detergent cleaner (PWC11-003E) for a performance recovery wash.
CAUTION: INSTALL THE WASH WAND GENTLY TO PREVENT DAMAGE TO THE FAN BLADES, FAN STATOR AND THE CORE INTAKE STRUTS.
CAUTION: MAKE SURE THAT THE WASH WAND DISK (6) IS SITTING ON THE TOP OF THE NOSE CONE AND IS flat against THE FAN BLADES AFTER WAND INSTALLATION.
CAUTION: MAKE SURE THAT THE NOZZLE (7) OF THE WASH WAND (5) IS POINTED INTO THE HP COMPRESSOR INTAKE BEFORE APPLYING PRESSURE.
(4)   Insert the wash wand (PWC69836) (5) by rotating the wand nozzle (7) through the fan blades, fan stator and the core intake struts into position in the HP compressor intake.
(5)   Make sure the four wedges (PWC66581) (4) prevent the fan from rotating.
(6)   Hold the wash wand (PWC69836) (5) during the engine motoring to make sure the disk (6) stays flat against the fan blades and sitting on the nose cone.
CAUTION: DO NOT OPERATE THE WASH SYSTEM IF EITHER THE AGB BREATHER PORT (2) IS NOT CAPPED OR IF THE AGB BREATHER TUBE (3) WAS NOT REMOVED.
CAUTION: BEFORE MOTORING ENGINE, MAKE SURE THE ENGINE INTAKE IS CLEAR OF ALL LOOSE OBJECTS WHICH MAY BE INGESTED AND CAUSE ENGINE DAMAGE AND SUBSEQUENT FAILURE.
CAUTION: OBSERVE THE STARTER MANUFACTURER'S LIMITS DURING MOTORING (REF. STARTER MANUFACTURER'S MANUAL).
(7)   Start a 20 second dry motoring runs using the engine starter. As N2 rotation passes 5%, start injection of 0.8 US gallons (3 liters) of the cleaning solution into the engine HP compressor gas path at a rate of 1.6 gal/minute (6 liters/minute).
(8)   Stop motoring after 20 seconds. Turn the wash system off when N2 rotation is less than 5%.
(9)   Allow cleaning solution to soak for 30 minutes.
(10)   Start a 20 second dry motoring run using the engine starter. As N2 rotation passes 5%, start injection of 0.8 US gallons (3 liters) of water solution into the engine core at a rate of 1.6 gal/minute (6 liters/minute).
(11)   Stop motoring after 20 seconds. Turn the wash system off when N2 rotation is less than 5%.
(12)   If evidence of cleaning solution is still present inside the engine, repeat steps (9) and (10).
CAUTION: PREVENT DAMAGE TO THE FAN STATOR VANES AND FAN BLADES BY GENTLY ROTATING THE WAND (5) AS IT IS REMOVED.
(13)   Remove the wash wand (PWC69836) (5) from engine.
(14)   Remove the four wedges (PWC66581) (4).
CAUTION: OBSERVE THE STARTER MANUFACTURER'S LIMITS DURING MOTORING (REF. STARTER MANUFACTURER'S MANUAL).
CAUTION: ALLOW THE STARTER TO COOL BETWEEN RUNS (REF. STARTER MANUFACTURER'S MANUAL).
(15)   Do a 20 second dry motoring run.
NOTE: If ambient temperatures required the use of isopropyl alcohol in the water solution, do an additional 20 second dry motoring run to purge the engine of remaining fumes.
(16)   If required, do another performance recovery wash after engine drying.
E.  Job Close-up Information
(1)   Dissassemble wash system and wash wand (PWC69836) (5).
(2)   Remove the plastic bags from the two aircraft P3 bleed ports.
(3)   Check the P3 air ports for moisture. Remove moisture.
(4)   Connect the two P3 air bleed lines. Refer to the AMM.
CAUTION: MAKE SURE ALL CLEANING EQUIPMENT HAS BEEN REMOVED FROM THE ENGINE INLET.
(5)   Remove either the blanking plug (PWC69812) (1) or the cap PK3654-49 (1) from the AGB breather outlet port (2) if either were installed. Discard the cap.
(6)   Install the AGB breather tube (3) if it was removed. (Ref. Task 72-60-02-400-801)
(7)   Remove all tools, equipment and unnecessary items from the work area.
(8)   Select CABIN BLEED OFF.
(9)   Do an engine start and operate the engine for one minute at 80% N1 to dry the engine.
(10)   Reduce power to IDLE.
(11)   Select CABIN BLEED ON and operate the engine for five minutes at IDLE.
(12)   Do the engine shutdown procedure. Refer to Task 71-00-00-760-811.
(13)   If required, do another performance recovery wash after engine drying.
(14)   Install the engine cowlings as necessary. Refer to the AMM.
List of Figures
Compressor Wash System - Schematic
Desalination Compressor Wash
Performance Recovery Compressor Wash
List of Tables
Water Quality
Water Solution
Turco 5884 (PWC11-001G) Solution
Biodegradable Performance Recovery Solutions Ardrox 6345 (PWC11-003) or Ardrox 6367 (PWC11-003B) (previously identified as Turboclean 2)
Applicable Cleaning Solutions